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Joint Workshop on Technologies to Reduce Risks in Shipping Friday rd 3 May 2013, Istanbul Technical University, Turkey This workshop is supported by the University of Strathclyde, Istanbul Technical University and Lloyd’s Register. FOREWORD It is our privilege to write this introduction to the Proceedings of the first Workshop on Technologies to Reduce Risks in Shipping organised jointly by the University of Strathclyde, Glasgow and the Istanbul Technical University and held on 3rd May 2013 at ITU. With their illustrious history, both Institutions have been making significant contributions to education, research and knowledge exchange in the areas of naval architecture, marine and ocean engineering as reflected in the presentations included in these proceedings. Sea transportation is the most sustainable transport mode from economic and environmental point view. In the next 20 years as we expect a massive increase in sea transportation driven by increasing population, prosperity and demand for energy the challenge for the marine industries is to develop technologies that will enable us to operate ships with minimum risk to environmental, economic and social sustainability. The presentations in this workshop will be describing the research which aims at the development of technologies to reduce risk in shipping under the following thematic areas: • Towards zero accident ships • Energy efficient shipping • Ship decommissioning and recycling There are twelve presentations included in the proceedings describing research carried out within the above thematic areas. On behalf of the organising committee we would like to thank our colleagues for sparing their time and effort to prepare and deliver the presentations and to those for participating at the workshop. We would also like to thank the members of the organising committee for their excellent help and support in the preparation of the workshop. We wish you all very fruitful and enjoyable workshop. Prof. Dr. Atilla Incecik Prof. Dr. Ahmet Ergin rd 3 May, 2013 International Organising Committee Prof. Dr. Atilla Incecik, University of Strathclyde, Glasgow Prof. Dr. Ahmet Ergin, Istanbul Technical University Assoc. Prof. Dr. Ismail Hakki Helvacioglu, Istanbul Technical University Ms. Elif Oguz, University of Strathclyde, Glasgow Mr. Tahsin Tezdogan, University of Strathclyde, Glasgow Mr. Yigit Kemal Demirel, University of Strathclyde, Glasgow Mr. Yalcin Dalgic, University of Strathclyde, Glasgow Joint Workshop on Technologies to Reduce Risks in Shipping WORKSHOP PROGRAMME Friday, 3rd May, 2013 08:00-08:30 08:30-09:00 09:00-09:30 Registration and Networking Opening Session Welcome by Prof. Ahmet Ergin Introduction by Prof. Atilla Incecik “Research Activities on Hydroelasticity and Ship Structures” Ahmet Ergin, Gokhan Tansel Tayyar, Istanbul Technical University, Turkey 09:30-10:00 “Nonlinear Time Domain Seakeeping Analysis of Twin-Hull Ships” Tahsin Tezdogan, University of Strathclyde, Glasgow, UK 10:00-10:30 “Assessing and Minimising Risks to Marine Fauna from Shipping Underwater Radiated Noise” Paula Kellett, University of Strathclyde, Glasgow, UK 10:30-11:00 11:00-11:30 Tea / Coffee break “Research Works on Computational Hydrodynamics” Sakir Bal, Serdar Beji, Istanbul Technical University, Turkey 11:30-12:00 “Prevention of Parametric Rolling Through Design and Operation” Haipeng Liu, University of Strathclyde, Glasgow, UK 12:00-12:30 “Priority Pollutants in Marine Ecosystems: Case studies in the Istanbul Strait and in Marinas/Shipyards/Shipbreakingyards” Oya Okay, Istanbul Technical University, Turkey 12:30-14:00 14:00-14:30 14:30-15:00 15:00-15:30 Lunch at Kucuk ev Restaurant (on the roof of the Faculty of Civil Engineering) “Research Studies on Ship Emissions” Selma Ergin, Istanbul Technical University, Turkey “Development of Life Cycle Assessment of Ships and Analysis of Time Dependent Drag Performance of Antifouling Ship Coatings” Yigit Kemal Demirel, University of Strathclyde, Glasgow, UK “Operational Measures Towards Energy Efficient Shipping” Ruihua Lu, University of Strathclyde, Glasgow, UK 15:30-16:00 16:00-16:30 Tea / Coffee break “Probabilistic Approach to Emission Modeling in a Seaway, Effectiveness of Emission Reduction Measures” Mustafa Insel, Istanbul Technical University, Turkey 16:30-17:00 “Sustainable Ballast Water Treatment Plant ( EU- FP6 Project )” Fatma Yonsel, Istanbul Technical University, Turkey 17:00-17:30 “University of Strathclyde's Contribution to Ship Recycling Research” Stuart A. McKenna, Rafet Emek Kurt, University of Strathclyde, Glasgow, UK 17:30-18:30 Discussion on future SU - ITU cooperation and plan of action Venue: Istanbul Technical University, Faculty of Naval Architecture and Ocean Engineering Conference Room CONTENTS Research Activities on Hydroelasticity and Ship Structures by Ahmet Ergin 1 New Kinematic Curvature Approach for Finite Strain Post Buckling Behavior of Beams under Combined Axial Compression and Lateral Pressure by G. Tansel Tayyar 9 Nonlinear Time Domain Seakeeping Analysis of Twin-Hull Ships by Tahsin Tezdogan 13 Assessing and Minimising Risks to Marine Fauna from Shipping Underwater Radiated Noise by Paula Kellett 18 Research Works on Computational Hydrodynamics by Sakir Bal 21 Applications of a Depth Integrated Nonlinear Wave Model by Serdar Beji 33 Prevention of Parametric Rolling Through Design and Operation by Haipeng Liu 40 Priority Pollutants in Marine Ecosystems: Case studies in the Istanbul Strait and in Marinas/Shipyards/Shipbreakingyards by Oya Okay 45 Research Studies on Ship Emissions by Selma Ergin 54 Development of Life Cycle Assessment of Ships and Analysis of Time Dependent Drag Performance of Antifouling Ship Coatings by Yigit Kemal Demirel 70 Operational Measures Towards Energy Efficient Shipping by Ruihua Lu 76 Probabilistic Approach to Emission Modeling in a Seaway, Effectiveness of Emission Reduction Measures by Mustafa Insel 83 Sustainable Ballast Water Treatment Plant ( EU- FP6 Project) by Fatma Yonsel 92 University of Strathclyde's Contribution to Ship Recycling Research by Stuart A. McKenna and Rafet Emek Kurt 101 OUTLINE OF PRESENTATION RESEARCH ACTIVITIES ON HYDROELASTICITY AND SHIP STRUCTURES AHMET ERGİN BAHADIR UĞURLU SERDAR AYTEKİN KÖROĞLU MURAT ÖZDEMİR UĞUR MUTLU Hydroelasticity of Marine Structures Ultimate Strength of Ship Panels Decomposition Method for Surrogate Models of Large Scale Structures Static and Dynamic Behavior of Composite Ship Panels Faculty of Naval Architecture and Ocean Engineering, Istanbul Technical University, Maslak, 34469, Istanbul, Turkey. Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul MATHEMATICAL MODEL – Hydroelasticity of Marine Structures The fluid is assumed ideal, i.e., inviscid and incompressible, and its motion is irrotational, so that the fluid velocity vector associated with the unsteady flow, v, can be defined as the gradient of a velocity potential function Φ as v (x, t ) Φ (x, t ), where x ( x, y, z)T , t denoting the position vector and time, respectively. In general, Φ satisfies the Laplace equation throughout the fluid domain; the linearized free-surface boundary condition on the free-surface. Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul MATHEMATICAL MODEL – Hydroelasticity of Marine Structures For an elastic structure in contact with fluid medium, the vibratory response of the structure may be expressed in terms of principal coordinates as p(x, t ) p0 (x)eit where p0 represents the response amplitude vector and ω is the circular frequency. Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 1 MATHEMATICAL MODEL – Hydroelasticity of Marine Structures The velocity potential function due to the vibration of the structure in the rth in-vacuo vibrational mode may be written as MATHEMATICAL MODEL – Hydroelasticity of Marine Structures r (x, t ) r (x) p0r eit ur (x, t ) ur (x) p0r eit The kinematical boundary condition for the rth modal vibration of the elastic structure can be expressed as r n (ur t ) n, MATHEMATICAL MODEL – Hydroelasticity of Marine Structures The boundary value problem for the perturbation potential may be expressed in the following boundary integral equation form: c (ξ) (ξ) q (ξ) (x, ξ) (ξ) q (x, ξ) dS . * * Sw The following boundary condition is obtained on the fluid-structure interface: r n i (ur n). Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul The vector ur refers to the displacement response of the structure in the rth principal coordinate and may be written as The Green function can be given in the form: 4 * (1 r 1 r H ) Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul MATHEMATICAL MODEL – Hydroelasticity of Marine Structures H represents the free-surface effects contained in φ* r [( x)2 ( y)2 ( z)2 ]1/ 2 r [( x)2 ( y)2 ( z )2 ]1/ 2 denote the distances between the field and source points and the field point and free-surface image of the source point, respectively. Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 2 MATHEMATICAL MODEL – Hydroelasticity of Marine Structures The wetted surface can be idealized by using boundary elements, over which the distribution of the potential function and its flux can be described in terms of shape functions and nodal values as ne e Nej ej , j 1 ne qe Nej qej MATHEMATICAL MODEL – Hydroelasticity of Marine Structures Using the Bernoulli’s equation and neglecting the secondorder terms, the dynamic fluid pressure on the elastic structure due to the rth modal vibration becomes Pr (x, t ) f r (x, t ) i f r (x) p0r eit , t j 1 Here, ne represents the number of nodal points assigned to the eth element, and Nej the shape function adopted for the distribution of the potential function. Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul MATHEMATICAL MODEL – Hydroelasticity of Marine Structures The rth generalized fluid-structure interaction force then can be written as follows: Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul MATHEMATICAL MODEL – Hydroelasticity of Marine Structures Ark ( f 2 ) Re[ (i )ur .n k dS ], SW Zr f M pk k dS Trk pk (i )ur .n k 1 SW Brk ( f ) Im[ (i )ur .n k dS ]. SW Trk 2 Ark i Brk Ark, Brk, respectively, representing the generalized added mass coefficient in phase with the acceleration and the generalized hydrodynamic damping coefficient in phase with the velocity. Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 3 Hydroelasticity of Marine Structures – 1400 TEU Container Ship Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Dynamic Response Behaviors of Bulk Carriers (53 000 dwt – fully loaded) Mode FEM (dry) 2 Node VB 2 Node HB FEM (wet) BEM (wet) 1.347 0.927 0.963 1.557 1.316 1.322 1 Node T 1.842 1.485 1.519 3 Node VB 2.936 1.992 2.064 3 Node HB 3.179 2.707 2.712 4 Node VB 4.240 3.010 3.187 4 Node HB 5.260 4.423 4.465 5 Node VB 6.137 4.012 4.333 2 Node T 6.044 4.843 4.946 Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Hydroelasticity of Marine Structures – Bulk Carriers 20000 Dwt and 76 000 Dwt Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Dynamic Response Behaviors of Bulk Carriers (180 000 dwt) Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 4 Propeller Induced Ship Tank Vibrations Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Dynamics of Pipes Conveying Flowing Fluid Propeller Induced Ship Tank Vibrations Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Simply Supported Shell Conveying Flowing Fluid 3.5 2.8 Im(W) 2.1 1.4 Constant (ne = 4800) Linear (ne = 2048) Quadratic (ne = 200) Weaver (1973) Linear (2 mode exp.) 0.7 0.0 0.0 1.0 2.0 3.0 4.0 5.0 V Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 5 Cylindrical Shell Clamped at Both Ends Conveying Flowing Fluid Simply Supported Shell Conveying Flowing Fluid Linear (ne = 1200) 20.0 Quadratic (ne = 300) Misra et al (2001) 16.0 m=2 Im(W) 12.0 m =1 8.0 4.0 0.0 0.0 5.0 10.0 15.0 20.0 25.0 V Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Ultimate Strength of Ship Panels Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Ultimate Strength of Ship Panels Ultimate strength of ship panels can be investigated by elastic large deflection analyses, Nonlinear FEM, ISUM, Smith Method etc. Ultimate strength of ship panels invesitgated by Nonlinear FEM and results are compared with those in literature. Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 6 Ultimate Strength of Ship Panels A DECOMPOSITION METHOD FOR SURROGATE MODELS OF LARGE SCALE STRUCTURES - Surrogate Modeling Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul A DECOMPOSITION METHOD FOR SURROGATE MODELS OF LARGE SCALE STRUCTURES – Domain Decomposition for Surrogate Modeling Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Direct usage of FEM is not efficient in global optimization problems when evaluating constraints Surrogate models are approximate but faster statistical models Data is sampled from FEM simulations Most common approaches: Response Surface Methodology, Artificial Neural Networks, Kriging, Radial Basis Function Networks, Support Vector Machines Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul A DECOMPOSITION METHOD FOR SURROGATE MODELS OF LARGE SCALE STRUCTURES – Applications Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 7 Static and Dynamic Behavior of Composite Ship Panels Static and Dynamic Behavior of Composite Ship Panels Composites materials have a large area of usage at different engineering industries including aircraft, marine and automotive sectors. Studies about Composite Ship Panels Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Static and Dynamic Behavior of Composite Ship Panels Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 8 Introduction For reliable results in post-buckling: New Kinematic Curvature Approach for Finite Strain Post Buckling Behavior of Beams under Combined Axial Compression and Lateral Pressure The axial/in-plane stresses must be defined precisely Correct deflection modeling is essential G.Tansel TAYYAR Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Introduction There are several methods in literature to define the deflection. Even if it is a numerical method, these methods employ models based on differential equations with assumptions. Even the smallest deviations from these assumptions can be dominant with respect to equilibrium when large rotations and large deflections are considered. Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Introduction Curvature has physical and geometrical meaning. The proposed theory prescribes how to parameterize the deflection curve with curvature values. Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 9 Theory Displacement Determination c If the curvature is constant between two points of a deflection curve, all points will have the same radius of curvature and the same center of curvature; sharing the same osculating circle between these points. The deflection curve between a point on s1 and a point on s2 forms an arc. Finally method for deflection curve calculation s s 0 0 0 0 ( s ) ( s) (0) cos (0) ( ) d d i + sin (0) ( ) d d j Or for a numeric calculation xi 1 xi dxi ,i 1 1 sin i 1 sin i K i ,i 1 zi 1 zi dzi ,i 1 Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Application 1 (analitic) 1 cos i cos i 1 K i ,i 1 Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Application 1 0 Elastic tapered cantilever beam under a uniform moment of Mz 0.2 0.4 0.15 0.2 0.25 s L s ( L) cos ( )d dsi + sin ( )d dsj 0 0 1 0.1 Mz 12 M z EI ( s ) EB( H sH / L)3 L 0.8 x(s)/L 0.05 (s) 0.6 0 0 0 Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 0.3 0.35 y(s)/L r(L)/L= 0.0185 0.0243 0.0368 0.0267 0.088 ∞ Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 10 Application 1 Application 2 (Numeric) Combined Axial Compression and Lateral Pressure (Elastic) rmin/L 0.00625 0.01250 0.01875 0.02500 0.03750 0.06250 0.10000 0.18750 FEM Numerical Analytical -yfree/L 0.33120 0.31851 0.30058 0.30845 0.27903 0.20004 0.13326 0.07321 -yfree/L 0.33117 0.31847 0.30058 0.30842 0.27898 0.20000 0.13324 0.07320 -yfree/L 0.33117 0.31847 0.30058 0.30842 0.27898 0.20000 0.13324 0.07320 Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul δ q = 1 N/mm Pmax = 5000 N L = 1000 mm E = 200 000 N/mm2 A = 120 mm2 I = 1440 mm4 Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Application 2 (Numeric) Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 11 Conclusions • Theory provides an opportunity to form the most complex deflection shapes analytically with few inputs, and without the need to solve differential equations, • Method is independent from material model, just needs curvature values. • Faster and accurate solutions, • The common assumptions in deflection modeling are not used. Joint Workshop on Technologies to Reduce Risks in Shipping, 3 May 2012 , ITU Istanbul 12 Overview Nonlinear time domain seakeeping analysis of twin-hull ships Tezdogan, T., Incecik, A., Turan, O., University of Strathclyde, UK by Tahsin Tezdogan tahsin.tezdogan@strath.ac.uk 1. Motivation 2. Introduction 3. Theory 4. Progress at a glance 5. Determination of the hydrodynamic coefficients by various techniques 5.1. Conformal Mapping Method 5.2. Frank Close-Fit Method 5.3. Results and the validation 6. Operability analysis of a car/passenger ferry 7. Closing remarks Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 1. MOTIVATION (1/2) Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 1. MOTIVATION (2/2) Linear theory has some limitations. Catamarans Relative motion between the ship and wave Developing proper design tools for naval architects Passenger & Vehicle Transportation large Exposure to wave impacts on the bottom of the cross-deck in severe sea condition Investigation of the seakeeping characteristics Large deck area Large garage area Good transverse features Small angle of roll • • • • Local structural damage Speed reductions Significant safety problems Transient hull vibrations The vertical motions should be minimised Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL resonance freq. is slightly higher Heave and Pitch RAO Forward ship speed Linear Frequency Domain Theory Over predicted In addition, Non-linear analysis will be required in order to accurately predict, slamming and deck wetness as well as hull girder loads in severe sea conditions. One of the main advantages of the time-domain simulation approach is its more precise description of the forces on a ship, compared with frequency domain calculations. Once the amplitude of response grows large, its nonlinear nature becomes evident. Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 13 2. INTRODUCTION (1/3) 2. INTRODUCTION (2/3) The Main Aim of the Research Research Aims and Objectives To develop a quasi nonlinear code in 2-D to predict the large amplitude motions of twin-hull vessels travelling with forward speed in waves in the time domain. Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL To review the methods used by naval architects in order to predict the non-linear behaviour of ships in rough seas To carry out a comparative study between different seakeeping analysis techniques to predict non-linear wave induced motions and hull girder loads To investigate the reasons for the differences between various analysis techniques To develop a new seakeeping analysis technique To conduct seakeeping experiment in the Department’s towing tank To correlate the outputs obtained from the numerical analysis with the experimental results To recommend as to how to optimize a double-hull ship form so that a vessel design can safely resist the roughest sea conditions Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 2. INTRODUCTION (3/3) 3. THEORY (1/2) Viscosity ignored Potential Theory Milestones Literature review Different seakeeping analysis techniques Formulation of the problem Small amplitude motions in waves 2-D Green Function Mean wetted body surface Extending the linear frequency domain theory A quasi nonlinear time domain technique 2-D Strip Theory 21/2D Theory 3-D Theory Frequency domain Large amplitude motions Instantaneously changing ship wetted surface Experimental investigation Numerical results to be validated with experimental results Hull girder loads Vertical wave bending moment Hull optimisation Recommendations as to how to optimize a double-hull ship form Wave exciting forces Resulting motions Structural hull girder loads The major difficulties in seakeeping computations are the nonlinearities. What causes the nonlinearities? o Viscosity o The velocity squared terms in the pressure equation o The free surface due to i. The nature of the free-surface boundary condition ii. The nonlinear behaviour of the incident waves o The body geometry causes nonlinear hydrostatic restoring forces Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 14 3. THEORY (2/2) • • • • • • Level:1 (Body linear solution): Both linear diffraction and radiation potentials and hydrostatic/Froude-Krylov forces are solved over the mean wetted hull surface Level:2 (Approximate body nonlinear solution): The linear diffraction and radiation potentials are solved over mean wetted hull surface while the hydrostatic/Froude-Krylov forces are solved over the instantaneous wetted hull surface Level:3 (Body nonlinear solution): Both the linear diffraction and radiation potentials and the hydrostatic/Froude-Krylov forces are solved over the instantaneous wetted hull surface considering the position of the hull with respect to the mean water level. Level:4 (Body exact solution): Both the linear diffraction and radiation potentials and the hydrostatic/Froude-Krylov forces are solved over the instantaneous wetted hull surface considering the position of the hull with respect to the incident wave surface. Level: 5 (Fully non-linear solution- smooth waves): Both the non-linear diffraction and radiation potentials and the hydrostatic/Froude-Krylov forces are solved over the instantaneous wetted hull surface considering the position of the hull with respect to the incident wave surface. Level: 5 solution assumes that the waves do not break. Level: 6 (Fully Non-linear solution): The solution in Level:6 is the same as in Level : 5 but the breaking waves, sprays and water flowing onto/from the ship’s deck are taking into account by solving the RANS equations. Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 5. DETERMINATION OF THE HYDRODYNAMIC COEFFICIENTS BY VARIOUS TECHNIQUES 4. PROGRESS AT A GLANCE 1 • Literature review 2 • Historical approaches to seakeeping 3 • Investigation of the various seakeeping techniques 4 • Research on nonlinear time domain simulation technology for seakeeping and wave-load analysis for modern ship design 5 6 • Computation of the hydrodynamic coefficients of two parallel identical bodies oscillating in the free surface by using conformal mapping method • Determination of the 2-D heaving added mass and damping coefficients of catamarans by means of source distribution method, 7 • Learning ShipX software 8 • Carrying out operability analysis of a car/passenger ferry Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 5. DETERMINATION OF THE HYDRODYNAMIC COEFFICIENTS BY VARIOUS TECHNIQUES 5.1. Conformal Mapping Method Determination of hydrodynamic coefficients and excitation forces for each ship sections is the first step towards predicting ship motions. This is, unambiguously, the most significant part of the computation since it directly affects the accuracy of the calculation of ship motions. “The advantage of the conformal mapping method is that the velocity potential of the fluid around an arbitrarily shape of a cross section in a complex plane can be derived from the more convenient semi-circular section in another complex plane. In this manner, hydrodynamic problems can be solved directly with the coefficients of the mapping function” (Journee and Adegeest, 2003). There are four methods commonly in use for computing two-dimensional sectional hydrodynamic quantities: o o o o The Lewis-form method The Tasai-Porter close-fit mapping method The Frank close-fit source-distribution method Direct method for determining velocity potential Mapping relation between two planes Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 15 5. DETERMINATION OF THE HYDRODYNAMIC COEFFICIENTS BY VARIOUS TECHNIQUES 5.1. Conformal Mapping Method 5. DETERMINATION OF THE HYDRODYNAMIC COEFFICIENTS BY VARIOUS TECHNIQUES 5.2. Frank Close-Fit Method Theory of B. de Jong (1970) has been directly applied and a MATLAB code has been developed. Frank (1967) introduced a method in which the required potential is represented by a distribution of sources over the submerged cross section. The vessel in question is divided into a number of sections and the hydrodynamic coefficients are computed for each section. The unknown function of the density of the sources along the cylinder contour is determined from the integral equations obtained by satisfying the kinematic boundary condition over the submerged cross section. Then it is integrated over the ship length and forward speed effects are then included. Linearized Bernoulli Eq. Velocity Potential Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 5. DETERMINATION OF THE HYDRODYNAMIC COEFFICIENTS BY VARIOUS TECHNIQUES 5.2. Frank Close-Fit Method Hydrodynamic pressures Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 5. DETERMINATION OF THE HYDRODYNAMIC COEFFICIENTS BY VARIOUS TECHNIQUES 5.3. Results and the Validation Two semisubmerged identical horizontal cylinders, connected above the waterline, are oscillated in a calm water surface with a small amplitude. The mathematical tool adopted in solving the problem is the method of source distribution on the cross sectional contour of the right-hand side cylinder. The method given by Lee, Jones, and Bedel (1971) is employed. Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 16 5.3. Some Results and the Validation 6. OPERABILITY ANALYSIS OF A CAR/PASSENGER FERRY INPUT Hull forms and LC Geographic area (wave data) Limiting criteria (operational limits) OPERATE RAO database Irregular sea model Motions VS Limitations Operability analysis Vessel response in regular waves Vessel response in seaway OUTPUT Operability analysis Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Limiting significant wave heights Decision making support Hull Forms and LC Ship Particulars LBP=151.12 m D=9.4 m B=10.88 m (beam of demi hull) B=36.72 m (total beam) T=9.4 m 7. CLOSING REMARKS OPERABILITY OUTPUTS Geographic area Criteria (RMS) Vertical acc. 0.05g Roll disp. 3o Pitch disp. 2o Horizontal acc. 0.025g Winter Area 10, Irish Sea Pierson-Moskowitz Spectrum Long crested sea The predictions should be improved by incorporating the viscous damping into the time domain simulations. Criterion-1 (Roll) 25.00 20.00 15.00 10.00 5.00 0.00 30 deg 45 deg 3.5 sec 4.5 sec 5.5 sec 6.5 sec 7.5 sec 8.5 sec 9.5 sec 10.5 sec 11.5 sec 12.5 sec 13.5 sec Description Limiting Hs(m) Limiting criteria Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Wave Period A CFD determination of hydrodynamic coefficients to be obtained from CFD analysis will be investigated in the near future to reveal the effect of viscosity on the added mass and the dampings. A significant importance should be given to RANS computational fluid dynamics predictions of ship motions in a free surface. It is very worthwhile to devote continuous efforts in this area of research. 60 deg 75 deg Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 17 Assessing and Minimising Risks to Marine Fauna from Shipping Underwater Radiated Noise Paula Kellett University of Strathclyde ITU, Istanbul 3rd May 2013 Workshop on Technologies to Reduce Risks in Shipping Overview • Introduction • Ship Underwater Noise Sources • Use of Sound by Marine Fauna • Risks to Marine Fauna • Prediction of Ship Noise • Ship Noise Prediction Model • Sample Results • Mitigation of Ship Noise • Closing Remarks • Any Questions? Introduction Ship Underwater Noise Sources • Underwater noise from anthropogenic sources have recently become an important consideration for the marine industry • Ship noise spectra are generally broadband in nature, with some tonal peaks, and includes: • Impacts on marine environments and fauna are of concern, both in industrialised and newly explored areas • Noise from propeller movement through the water and cavitation, which is mostly broadband but with a few tonal components • Government organisations and conservation groups are pushing the IMO to address underwater noise levels and their regulation • Previously underwater noise from vessels has only been considered by Defence and Fisheries Research Vessels • Engine and onboard machinery contribution, which is generally tonal and relates to operational frequencies of machinery • Hydrodynamic flow noise, and in-flow turbulence 18 Use of Sound by Marine Fauna • Use of echolocation clicks and sonar for finding prey and gaining environment details • Listening for predators and other biologically important sounds • Use of natural sounds for understanding location, such as waves on a shoreline, and ship noise from a shipping lane • Communication for social cohesion and between individuals, sometimes over very long distances Prediction of Ship Noise Risks to Marine Fauna • Exact short- and long- term effects on individuals and populations are not well understood, and much more research is required in this field • Increased stress on the individuals can occur due to constant increases in ambient noise levels • Avoidance of biologically significant areas and routes can occur, usually only while the sources if active, but in some cases for months or even years • Masking of biologically important sounds is a key concern from shipping noise • Behavioural changes and effects such as different diving, breeding and feeding patterns can be observed as a reaction in most marine fauna species • In extreme cases, temporary and permanent threshold shift in hearing ability can occur Ship Noise Prediction Model • Underwater noise characteristics are very difficult and expensive to change once the vessel is in service • Model is based on a URANS hydrodynamic approach in CFD, coupled with a built-in Ffowcs-Williams Hawkings solver for propagation prediction • A requirement appears to exist which allows prediction of the ship radiated underwater noise spectra during the design stages • Predicted results are validated against measured field data for the same vessel, in comparable conditions • Empirical prediction methods exist, however tend to give a single dB value for the whole frequency range, and are based on old data which does not reflect current global fleets • Numerical methods are becoming more prominent as they can give much more accurate spectra over a suitable frequency range • Model uses simple information and a hull outline, which should be available even at early stages in the design, to give an indication of radiated noise spectra from 0-500Hz • The model includes a free surface, captures hull flow noise and propeller noise, and can also be varied to include in-flow noise sources •Cavitation noise capture is being developed using the build-in solver 19 Sample Results Mitigation of Ship Noise 200 • Changes to hull design for reduced flow noise and turbulence 180 Sound Pressures Level (dB re 1µPa) 160 • Propeller modifications for improved cavitation performance and better matching to the inflow from the stern section 140 120 Static Geometry • Assessment of different propulsor options for optimum operational conditions Moving Frame of Reference 100 Porous Formulation Rotating Mesh 80 Open Water Cavitation Full Scale 60 • Selection of lower noise and vibration machinery installations • Isolation of main engines using resilient mountings where possible • Damping of noise and vibration transmission through structure 40 20 • Regular maintenance and cleaning 0 0 50 100 150 200 250 300 350 400 450 500 Frequency (Hz) Closing Remarks • IMO is looking to introduce recommended underwater noise limits and guidelines for commercial vessels in the near future • The inclusion of noise requirements within the contract and design philosophy can significantly reduce the cost of achieving limits • Further research is required into understanding the impacts of underwater noise on marine fauna globally • More work is also required on developing methods and tools for noise spectra and propagation prediction for commercial vessels, especially in the design stages 20 81 SHIP RESISTANCE AND SHIP FLOW 82 SHIP RESISTANCE AND SHIP FLOW Iterative Boundary Element Methods Divide Boundaries into Sub Surfaces Sub Surfaces Communicate or Talk to Each Other via Potential Includes Cavity G G 2π (U n) G dS Δ W dS 4π ( FSI FSII ) n n SH SW 2π 2π G 1 2 n k 0 x 2 G dS 4π (H FSII ) SFSI G 1 2 n k 0 x 2 G dS 4π ( H FSI ) SFSII INTERNATIONAL JOURNAL FOR NUMERICAL METHODS IN FLUIDS, Vol. 56(3), 305-329, 2008 83 INTERNATIONAL JOURNAL FOR NUMERICAL METHODS IN FLUIDS, Vol. 56(3), 305-329, 200884 21 SHIP RESISTANCE AND SHIP FLOW SHIP RESISTANCE AND SHIP FLOW Wave contours and deformation on the free surface for Wigley hull, Fn=0.3 11 9611 0.00169611 2y/H 0.00 16 96 10 0.0 11 016 961 1 15 -10 11 10 0.001696 1 541 -0.0 031 2 5463 0.0 06 0 961 15 -0 .003 1 61 69 01 0.0 0 0.0016 41 15 41 03 0.00169611 .0 -0 0.0 0. 00 16 016 96 5 20 2x/H Z Y X U INTERNATIONAL JOURNAL FOR NUMERICAL METHODS IN FLUIDS, Vol. 56(3), 305-329, 200885 SHIP RESISTANCE AND SHIP FLOW INTERNATIONAL JOURNAL FOR NUMERICAL METHODS IN FLUIDS, Vol. 56(3), 305-329, 200887 INTERNATIONAL JOURNAL FOR NUMERICAL METHODS IN FLUIDS, Vol. 56(3), 305-329, 200886 SHIP RESISTANCE AND SHIP FLOW INTERNATIONAL JOURNAL FOR NUMERICAL METHODS IN FLUIDS, Vol. 56(3), 305-329, 200888 22 SHIP RESISTANCE AND SHIP FLOW SHIP RESISTANCE AND SHIP FLOW The non-dimensional pressure distribution on Wigley hull with free surface effect. TURKISH JOURNAL OF ENGINEERING AND ENVIRONMENTAL SCIENCES, Vol. 32, 177-188, 2008 (Co-author: Y. Uslu) The Non-Dimensional Pressure Distribution on a Chemical Tanker with Free Surface Effect. 89 SHIP RESISTANCE AND SHIP FLOW TURKISH JOURNAL OF ENGINEERING AND ENVIRONMENTAL SCIENCES, Vol. 32, 177-188, 2008 (Co-author: Y. Uslu) 90 SHIP RESISTANCE AND SHIP FLOW CFD Studies for Validation Industrial Applications CFD Studies for Validation Industrial Applications The general view of the computational mesh (left) and a closer look to the mesh elements (right) MXXX Report, ITU Ata Nutku Ship Model Testing Laboratory, 2013. The limiting streamlines around the bow and aft forms at Re=8.14x107 MXXX Report, ITU Ata Nutku Ship Model Testing Laboratory, 2013. 91 92 23 SHIP RESISTANCE AND SHIP FLOW SHIP RESISTANCE AND SHIP FLOW CFD Studies for Validation and Industrial Applications CFD Studies for Validation Industrial Applications Th nondimensional velocity components and vorticity field on the propeller plane – streamwise velocity component (top left) – transverse velocity component (top right) - vertical velocity component (bottom left) – vorticity field (in /s) (bottom right) Viscous pressure distribution around the fore and aft sections of the hull at Re=8.14x107 (in Pa) MXXX Report, ITU Ata Nutku Ship Model Testing Laboratory, 2013. MXXX Report, ITU Ata Nutku Ship Model Testing Laboratory, 2013. 93 SHIP RESISTANCE AND SHIP FLOW 94 SHIP RESISTANCE AND SHIP FLOW CFD Studies for Validation and Industrial Applications CFD Studies for Validation and Industrial Applications Hull form of DTC with Propeller A perspective of the fluid domain from the bottom. The blue cylinder contains the propeller and represents the wake. On Propeller Performance of DTC Post-Panamax Container Ship, will apperar in OSE Journal, 2013 (Co-Authors: Kinaci, O.K., Kukner, A.). 95 On Propeller Performance of DTC Post-Panamax Container Ship, will apperar in OSE Journal, 2013 (Co-Authors: Kinaci, O.K., Kukner, A.). 96 24 SHIP RESISTANCE AND SHIP FLOW SHIP RESISTANCE AND SHIP FLOW CFD Studies for Validation and Industrial Applications A perspective of the open water propeller domain CFD Studies for Validation and Industrial Applications Propeller swirl at J = 0.8 Pressure coefficient contours on the propeller On Propeller Performance of DTC Post-Panamax Container Ship, will apperar in OSE Journal, 2013 (Co-Authors: Kinaci, O.K., Kukner, A.). 97 SHIP RESISTANCE AND SHIP FLOW On Propeller Performance of DTC Post-Panamax Container Ship, will apperar in OSE Journal, 2013 (Co-Authors: Kinaci, O.K., Kukner, A.). 98 CAVITATING HYDROFOILS CFD Studies for Validation and Industrial Applications Cavity Flow and a Model (Cavity Height hc Determined Iteratively) h c Φ Φ h c Φ Φ 2 Φ in cosθ cosθ sin θ s c s c v c v c v c s c n n Comparison of pressure coefficient distribution of DTMB4199 by another method On Propeller Performance of DTC Post-Panamax Container Ship, will apperar in OSE Journal, 2013 (Co-Authors: Kinaci, O.K., Kukner, A.). 99 JOURNAL OF SHIP RESEARCH, Vol. 45(1), 34-49, 2001 (Co-authors: S.A. Kinnas, H. Lee) 100 25 CAVITATING HYDROFOILS Cavity Shape on Elliptic Hydrofoil CAVITATING HYDROFOILS Froude Number Effect on Pressure distribution on NACA16-006 Wave Contours for Cavitating Elliptic Hydrofoil JOURNAL OF SHIP RESEARCH, Vol. 45(1), 34-49, 2001 (Co-authors: S.A. Kinnas, H. Lee) 101 JOURNAL OF SHIP RESEARCH, Vol. 45(1), 34-49, 2001 (Co-authors: S.A. Kinnas, H. Lee) CAVITATING HYDROFOILS CAVITATING HYDROFOILS X Unbounded Flow Case Z 0.15 Y 0.125 1.5 U Foil Geometry Iteration No=0 Iteration No=1 Iteration No=2 Iteration No=3 Iteration No=4 0.1 102 1 0.5 2y/T 0.075 2y/s 7 0.05 6 -0.5 /s 2x -0.05 0 3 -0.1 0 0.1 0.2 U -1 Cavity Shape on 2D Section of Rectangular Hydrofoil -1 -2 Free Surface Effect (Fn=0.75) 0 0 2x/s U 2 1 -0.2 /h 1 4 0 -0.025 0 Free Surface Level 5 0.025 2 2 y/s Wave Deformation on Free Surface due to Cavitating Hydrofoil Cavity Shape on Vertical Hydrofoil -1.5 -1 0 1 2 3 2x/T Asymmetric Wave Deformation on Free Surface due to Cavitating Hydrofoil 0 -0.1 -0.2 1 -0.3 W ing Geometry U nbounded Flow Fc=0 .5 Fc=1 .0 Fc=1 .5 0.75 2y/s Wing Geometry Unbounded Flow Case Fc=0.75 -0.4 y/T 0.5 0.25 -0.5 0 -0.6 -0.25 Converged Cavity Planform on Rectangular Hydrofoil -0.5 -0.75 -1 -0.7 -0.6 -0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 -0.7 -0.8 -0.9 0.3 -1 2x/s -0.2 -0.1 0 0.1 0.2 x/T COMPUTATIONAL MECHANICS Vol. 28(3), 260-274, 2002 (Co-author: S.A. Kinnas) 103 0.3 0.4 0.5 0.6 0.7 Converged Cavity Planform on Vertical Hydrofoil Proceedings of the Institution of Mechanical Engineers, Part C, Journal of Mechanical Engineering Sciences, Vol. 221, No: 12, pp:1623-1633, 2007. 104 26 NUMERICAL WAVE-TOWING TANK NUMERICAL WAVE-TOWING TANK Z Y X 1 Free Surface Level 0.04 0.9 0.03 0.02 0.8 U 0.01 U 0.7 0 0.6 2y/s -0.01 -0.02 -0.03 Z Y Wing Geometry Unbounded Flow Domain b/s=3.0 b/s=0.64 0.5 0.4 -0.04 X Foil Geometry Unbounded Flow Domain b/s=3.0 b/s=2.0 b/s=1.0 -0.05 -0.06 0.3 0.2 b/s=0.64 NTT Effect -0.07 0.1 -0.08 0 -0.09 U -0.1 -0.2 -0.1 0 0.1 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 2x/s 0.2 2x/s Numerical Tank Effect on Wave Deformation Cavity Shape on Surface Piercing Hydrofoil Tank Wall Effect on Cavity Form Numerical Towing Tank Effect on Cavity Planform Z 1 X Y 2y/s 0.5 0 -0.5 -1 0 1 2 2x/s Z Z Y X X Y Numerical Tank Effect on Cavitating Rectangular Hydrofoil COMPUTATINAL MECHANICS, Vol. 32(4-6), 259-268, 2003 (Co-author: S.A. Kinnas) 105 HIGH SPEED AND SHALLOW WATER EFFECTS Towing Tank Wall Effect on Wave Contours for Cavitating Hydrofoil U INTERNATIONAL JOURNAL OF OFFSHORE AND POLAR ENGINEERING, Vol. 18(2), 106-111, 2008. 106 HIGH SPEED AND SHALLOW WATER EFFECTS U Z Y X 20 0 Free Surface Side -0.1 z -0.5 -0.6 -0.7 -0.8 -0.9 2Y/s -0.4 40 -10 30 20 10 0 Fc=1.22 Fd=0.996 -10 -20 -30 0 50 100 150 10 20 30 40 2X/s 200 2x/s1 0 -20 -40 -50 0 -1 0 U 50 2y/s1 -Cp 0.723228 0.624523 0.525817 0.427112 0.328406 0.229701 0.130996 0.0322903 -0.0664151 -0.16512 -0.263826 -0.362531 -0.461237 -0.559942 -0.658647 -0.3 10 Unbounded Flow Domain -0.2 0.259 0.121 -0.018 -0.156 -0.295 0.5 Shallow Water Effect on Cavity Pattern of a Rectangular Hydrofoil x Pressure Distribution on Vertical Surface Piercing Hydrofoil Wave Contours for Very High Speed Cavitating Hydrofoil Ocean Engineering, Vol. 34, pp: 1935-1946, October 2007. 107 Wave Contours for Very High Speed Cavitating Hydrofoil in Shalow Water Journal of Marine Science and Technology, Vol. 16, No: 2, 129-142, 2011. 108 27 MARINE PROPELLER ANALYSIS AND DESIGN HIGH SPEED AND SHALLOW WATER EFFECTS Z Y Z X Y X =30 0 Unbounded Flow =5 0, =0.4 =30 0 Z X =20 0 =10 0 =0 0 Different Very High Speed VType Hydrofoil Y =30 Fn=1.0, h/c=1.0 =5 0, =0.4 0 Cavity Pattern on Very High Speed Cavitating Hydrofoil Trans of RINA, International Journal of Maritime Engineering, Vol. 147, Part A, pp:51-64, 2005. 109 Proceedings of the Institution of Mechanical Engineers, Part M, Journal of Engineering for the Maritime Environmet, Vol. 225, pp: 375–386, 2011. MARINE PROPELLER ANALYSIS AND DESIGN 110 MARINE PROPELLER ANALYSIS AND DESIGN 1.8 1.6 1.4 Js=0.833 =1.02 1.2 r/R Back Side 1 -Cp 0.318 0.126 -0.066 -0.258 -0.450 -0.642 -0.833 -1.025 -1.217 -1.409 -1.601 -1.793 -1.985 -2.177 -2.369 Face side 0.8 0.6 0.4 0.2 0 0.5 1 1.5 Z Pressure Distribution on an Optimum Propeller Proceedings of the Institution of Mechanical Engineers, Part M, Journal of Engineering for the Maritime Environmet, Vol. 225, pp: 375–386, 2011. 111 Proceedings of the Institution of Mechanical Engineers, Part M, Journal of Engineering for the Maritime Environmet, Vol. 225, pp: 375–386, 2011. 112 28 MARINE PROPELLER ANALYSIS AND DESIGN 1 1 0.9 0.9 0.8 0.8 0.7 0.7 0.6 0.6 0.5 r/R r/R 0.5 =1.5 J=0.6 0.4 0.3 0.2 =1.5 J=0.8 0.4 0.3 0.2 0.1 0.1 0 0 -0.1 -0.3 -0.1 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 -0.2 -0.3 -0.2 -0.1 0 Y 1 0.9 0.9 0.8 0.2 0.3 0.4 0.5 0.8 0.7 0.7 =1.5 J=1.0 0.4 0.3 0.2 0.6 =1.0 J=1.0 0.5 r/R 0.6 0.5 r/R 0.1 Y 1 0.4 0.3 0.2 0.1 0.1 0 0 -0.1 -0.2 -0.3 MARINE PROPELLER ANALYSIS AND DESIGN -0.1 -0.2 -0.1 0 0.1 0.2 0.3 Y 0.4 0.5 -0.2 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 0.4 0.5 Y Cavity Pattern on an Optimum Propeller in Different Working Conditions Proceedings of the Institution of Mechanical Engineers, Part M, Journal of Engineering for the Maritime Environmet, Vol. 225, pp: 375–386, 2011. 113 PODDED PROPULSORS Panels on a Podded Propeller 114 PODDED PROPULSORS Pressure Distribution on a Podded Propeller Ocean Engineering, Vol. 36, pp: 556-563, 2009 (Co-author: M. Guner). Turkish Journal of Engineering and Environmental Sciences, Vol. 35, pp: 139–158, 2011. Pressure Distribution on a Podded Propeller with Yaw Angle 115 Ocean Engineering, Vol. 36, pp: 556-563, 2009 (Co-author: M. Guner). 116 29 ACOUSTIC PROPERTIES OF MARINE PROPELLERS Ongoing Research Project. ACOUSTIC PROPERTIES OF MARINE PROPELLERS Acoustic Wake Ongoing Research Project. PRESSURE 0.042 0.039 0.037 0.034 0.031 0.028 0.025 0.023 0.020 0.017 0.014 0.011 0.008 0.006 0.003 Acoustic Pressure on Hull X Z Y -1 PRESSURE 0.042 0.039 0.037 0.034 0.031 0.028 0.025 0.023 0.020 0.017 -6 0.014 0.011 0.008 0.006 0.003 -4 Y X Z 0 1 Y -6 Z 2 -4 -2 3 -6 Z -2 -4 -6 0 -4 -2 0 0 2 117 2 -2 X X 0 2 3 2 Y 1 2 0 -1 118 MARINE CURENT TURBINE DESIGN Ongoing Research Project and PhD Thesis. PERFORMANCE PREDICTION FOR MCT “Application of Classical Blade Element Momentum Theory and a Boundary Element Method to Cavitating Marine Current Turbines “, INT-NAM 2011, (Co author: Usar, D.) 119 120 30 SEAKEEPING AND MANEUVERING, INCLUDING SUBMARINE DYNAMICS EXPERIMENTAL FACILITIES AND CAPABILITIES I.T.U. Ongoing Research Project. Dynamics of Control Surfaces by Panel Methods Ata Nutku Ship Model Testing Laboratory 140 120 Dalga Sayısı 100 4.0 80 60 1.0 10 H iz 6-7 4-5 4 ik rist ak te Kar ga Dal Yuk 0-1 1-2 2-3 3-4 4-5 5-6 7-8 6-7 8-9 5-6 Dalga Peri yodu (s) (m) Probabilistic Wave Distribution for Mediterrenian Sea 3.0 6 9-10 9-10 10-11 7-8 0 0.0 8 (kn ot) 20 Dalip Cikma Genligi 2.0 / Dalga Genligi 40 3.0 2.5 2.0 4 1.0 2 0.5 0 0.0 1.5 / Ge Boyu yu mi Bo Dalga Transfer Function for Heave Motion Polar Response Graph 121 EXPERIMENTAL FACILITIES AND CAPABILITIES EXPERIMENTAL FACILITIES AND CAPABILITIES Ata Nutku Ship Model Testing Laboratory Cavitation Tunnel L = 3.70 m (Length) B = 0,6 m (Breadth) D = 0.35 m (Depth) Vmax = 9 m/sn (Speed) Ata Nutku Ship Model Test Laboratory MODEL TOWING TANK L = 160 m B=6m D = 3.40 m Vmax = 5-6 m/sn (Length) (Breadth) (Depth) (Speed) 31 EXPERIMENTAL FACILITIES AND CAPABILITIES Ata Nutku Ship Model Testing Laboratory EXPERIMENTAL FACILITIES AND CAPABILITIES Ata Nutku Ship Model Test Laboratory Turkish Gouletta Model Circulation Channel L = 6.0 m (Length) B = 1.5 m (Breadth) D = 0.7 m (Depth) Vmax = 2 m/sn (Speed) 32 Depth integrated continuity and momentum equations Serdar Beji Istanbul Technical University Faculty of Naval Architecture and Ocean Engineering Discretization procedure For numerical solutions the wave equations may be discretized by central difference approximations using Arakawa-C grid system. Usually such a discretization approach works well; however, for very long waves the ratio r→1 hence the scheme breaks down. In order to overcome this defect a different approach, as formulated by O’Brien and Hurlburt (1972) for two-layer shallow water equations, is adopted. Accordingly, the continuity equation is discretized in time first, then differentiated with respect to x and then substituted into the x-momentum equation. Subsequently, this re-arranged momentum equation is discretized again. For the y-momentum equation the same procedure is repeated. The resulting numerical scheme works for the special case of r→1 as well, without any numerical stability problem. Wave shoaling over varying water depth Internal wave generation within the domain If there are obstucles that cause wave reflection from within the computational domain it is better to generate waves within the domain and define the boundaires as radiation type boundaries so that all the waves coming from inside the domain may leave freely. Free surface elevation for internally generated waves Upper figure (t=90 s. L=22 m, xl=500 m, x=1 m, t=0.1 s) Lower figure (t=120 s. L=22 m, xl=500 m, x=1 m, t=0.1 s) Z X Y R a d i a t i o n C o n d i t i o n W a l lC o n d i t i o n W a l lC o n d i t i o n S o u r c e R e g i o n R a d i a t i o n C o n d i t i o n 33 Internally generated random waves Not only regular sinusoidal waves but also random waves may be generated internally within the domain according to a specified wave spectrum. Wave diffraction behind a breakwater gap width of two wavelengths Bretschneider spectrum Time domain simulation after 30 wave periods elapsed from the start Z X Y Wave height variation behind the gap for the steady state case 8 7 6 S(f)/S(fo) 5 4 H e d e f l e n e n H e s a p l a n a n 3 2 1 0 0 . 1 0 . 2 0 . 3 0 . 4 0 . 5 f / f o Wave diffraction behind a breakwater gap width of two wavelengths Theoretical diffraction diagram (Johnston, 1952) Numerically obtained diffraction diagram 0.4 0.2 Obliquely incident (75o) wave diffraction behind a breakwater gap of one wavelength width Time domain simulation after 30 wave periods elapsed from the start Wave height variation behind the gap for the steady state case 0.4 0.6 0.6 0.2 0.8 0.2 0.2 1.0 1.2 1.0 34 Obliquely incident (75o) wave diffraction behind a breakwater gap of one wavelength width Theoretical diffraction diagram (Johnston, 1952) Numerically obtained diffraction diagram Wave diffraction at Channel Islands Harbor breakwater, California Perspective view of the numerical simulation Wave diffraction at Channel Islands Harbor breakwater, California Aerial photograph of the actual breakwater Numerical wave simulation for geometrically similar region Wave forces acting on bottom-mounted surface-piercing piles Wave forces acting on cylindrical pile of circular cross-section 35 Wave forces acting on bottom-mounted surface-piercing piles Perspective view of a circular pile in waves Wave forces acting on bottom-mounted surface-piercing piles Perspective view of time-dependent simulation of waves incident on a circular cylinder Wave forces acting on bottom-mounted surface-piercing piles Perspective view of time-dependent simulation of waves incident on a circular cylinder Wave forces acting on bottom-mounted surface-piercing piles Perspective view of time-dependent simulation of waves incident on a circular cylinder 36 Wave forces acting on bottom-mounted surface-piercing piles Wave forces acting on bottom-mounted surface-piercing piles Perspective view of time-dependent simulation of waves incident on a circular cylinder Wave forces acting on bottom-mounted surface-piercing piles Perspective view of time-dependent simulation of waves incident on a circular cylinder Wave forces acting on bottom-mounted surface-piercing piles Time-dependent variation of dimensionless wave force acting on a circular cylinder for kr=1.1 3 Comparison of the maximum dimensionless wave forces as given by linear theory and time domain simulations for different kr values 2 . 5 2 DimensionlessForce 1 . 5 1 0 . 5 0 0 . 5 1 1 . 5 2 2 . 5 3 0 1 0 2 0 3 0 4 0 T i m e ( s ) 5 0 6 0 7 0 37 Wave forces acting on bottom-mounted surface-piercing piles Perspective views of an elliptical cylinder in waves for two different instances Wave forces acting on bottom-mounted surface-piercing piles Interaction of waves with two circular cylinders placed in line Wave forces acting on bottom-mounted surface-piercing piles Wave forces acting on bottom-mounted surface-piercing piles Interaction of waves with two circular cylinders placed in line Interaction of waves with two circular cylinders placed in line 38 Conclusions Depth integrated numerical model developed here simulates wave shoaling, refraction, and diffraction as well as reflection effects quite reliably. Waves may be linear or nonlinear. Another application area of the model is computation of linear/nonlinear wave forces acting on bottom mounted piles. Cylinders with different cross-sections and different arrangements may be treated without any modification to the program. Since the theoretical model is depth-integrated the computations shown here may be performed on a PC usually within 30 minutes or less, depending on the grid points and the simulation duration. 39 Presentation Overview Prevention of Parametric Rolling Through Design and Operation I. Objectives II. Background III. Review of IMO Framework Level 1 Vulnerability Criterion Containership sample calculation PhD Candidate : Haipeng Liu Supervisors Level 2 Vulnerability Criteria : Prof. Osman Turan & Dr. Philip Sayer Level 3 Direct Assessment and Operational Guidance 3rd May, 2013 IV. Current Work V. Future Study Objectives Background IMO-SLF Framework Objectives Ship Design not pass Level 1 Vulnerability Criterion test Criteria It is a significant amplification of the roll motion in longitudinal seas Review the proposed framework of IMO-SLF on Parametric Rolling Build the Criteria testing system (Level 1, 2 & 3) Level 2 Vulnerability Criteria pass Perform model tests and full scale trial measurements Operation Validation Perform parametric study for various types of vessels Operational Guidance Effect in practice For small ships , the violent rolling motions could lead the ship to danger of Enhance the existing model Level 3Level 3 Direct Assessment Definition of parametric rolling Identify design and operational parameters capsizing For large ships, e.g. containership, it could introduce extreme loads on containers and their securing systems, resulting in failures and lost of containers overboard Develop optimization and decision tool 40 Parametric Rolling Accident Examples PICTURE: CONTAINER LOSS AND DAMAGE Stability changes in waves VIDEO: CRUISER EXPERIENCED PARAMETRIC ROLLING Figure 1: Ship on the wave crest, Stab 2010 Figure 3: Changes in the GZ curves of a ship in various wave positions, Stab 2010 Figure 2: Ship on the wave trough, Stab 2010 Development of Parametric Roll Figure 4: Y.S. Shin, “Criteria for Parametric Roll of Large Containerships in Longitudinal Seas”, SNAME Annual Meeting, 2004 41 Review of IMO Framework Level 1 Vulnerability Criterion for Parametric Rolling Second Generation Intact Stability Criteria A ship is considered vulnerable to parametric rolling if: Reference Wave Method proposed by Japan Method proposed by Italy Method proposed by USA Level 2 Vulnerability Criteria for Parametric Rolling Second Check First Check Theory is based on a single degree of freedom equation for roll motion • Head or Following waves • A range of speeds • δ roll damping: simplified Ikeda’s method/type-specific empirical data • GM(t): account for influence of pitch and heave quasi-statically The ship is considered vulnerable to parametric roll if: Φ˃25 degree 42 Result Level 3 Direct Stability Assessment for Parametric Rolling Sample Calculation Based on numerical simulation tool to predict roll angle Japan Germany Calculation of Probability of roll angle exceeding critical value φc: The maximum admissible roll angle Φmax is defined as: Figure 5: the drawing of containership The load case is considered vulnerable to parametric roll if: Number of exceedance events ≥200 Estimation of lost or damaged container per trip: Table 1: Data of sample container ship Figure 6: the reference wave selection proposed by different countries Table 2: Results of Level 1 Criterion not pass Level 3 Operational Guidance • Forward speeds from zero to full design speed • All wave directions • Seaway period and wave heights Current Work Mathematical Model The numerical model incorporates non-linear 6 DOF coupled Update the SLF work on second generation intact stability criteria Continue the Sample Calculation of Level 2 Vulnerability Criteria motion equations in the time domain, with no restrictions on the motion amplitude. Combined Seakeeping and Manoeuvring Model Enhancing the existing model External forces wave forces manoeuvring force Rudder force Propeller force Wind force 43 ANKA Software Description Manoeuvring Motion Prediction in Calm Water and Waves Future Study Sample Vessel Hydrostatics Calculations Large Angle Static-Stability Calculation Level 1 Vulnerability Criteria Design optimisation Utilization of Steering/Propulsion System Level 2 Vulnerability Criteria Model test Active Control Mechanisms PID Autopilot validation Direct Assessment & Operational Guidance Environmental Effects (Wind & Current) Enhance existing numerical model design/operational parameters validation Full Trial Measurement Decision support tool Future Study Enhance the numerical tool to be able to assess the parametric rolling E.g. , improve the prediction accuracy. Future Study Perform parametric study for various types of vessels E.g. , Container vessel, Ropax vessel, Fishing vessel. Perform model tests E.g. , test the container ship model and Ropax ship model in Towing Tank, Identify key design/operational parameters Strathclyde. E.g., Hull form, propulsion system, heading, vessel speed. Full scale trial measurement By collaboration with ship operator Validate the enhanced numerical model Develop design optimisation and decision support tool E.g., “Polar Diagram”. 44 “ Joint Workshop on Technologies to Reduce Risks in Shipping ” Faculty of Naval Architecture and Ocean Engineering İstanbul-TURKEY 03 May 2013 “Research Area” • Marine Science • Marine Pollution and Ecotoxicology Oya Okay “ Running Projects” • Biomonitoring programme in the Northern- Aegean coast by using the transplanted mussels; determination of priority pollutants and suitable biomarkers (TÜBİTAK-GSRT) • Determination of level and effects of pollution caused by ship-building/breaking and marina activities in the natural waters (TÜBİTAK-BMBF) Mainly related with the organic pollution and effects Decision support system for sustainable development in the Black Sea Region Romania, Ukraine, Bulgaria, Georgia Joint Operational programme “BLACK SEA BASIN 2007-2013” “Persuasion” How terrible the organic pollutants How important to determine the effects Without effect studies NO MEANING Use of organisms as a tool 45 16 PAHs Pollutants and Sources Petrogenic 12 Oil spills Ships Refineries Platforms Marinas Shipyards Shipbreaking yards 29 PCB Crude Oil • • • • • • POPs Mostly Producion stopped in 1970s/80s Pyrolytic • • • • • • Old machines Transformer oils Paints Cement Adhesives Shipbreaking yards Heating, Exhausts (Auto, ship) Fires • OCP Agriculture Industry Marinas Shipyards Shipbreaking yards Secondary sources • • POPs- Global concern • • • • • Sediments Landfills etc Oil Pollution • Accumulate Biomagnify in the food chain • Toxic/carcinogenic • Persistent • Long range transport 46 PROJECTS Objectives Effects of Oil in Marine Ecosystems • To determine the distribution/occurrence of individual PAHs , PCBs and POPs • To determine the effects of pollutants on the marine organisms • Kills marine animals Destroys insulation Death through ingestion • Damages ecosystems Destroys coastal flora and fauna Devastates local economies • To prepare a data base and recommendations that should lead to a better management strategy and risk assessment PROJECTS Sampling sites Sediments İstanbul Strait • • • • • Matrices Different information Saros Bay, Çanakkale Strait Marina 1-Marmara Sea Marina 2-Mediterranean Sea Shipyards (3 sites)-Tuzla Shipbreaking yard-Aliağa/İzmir Passive Samplers Transplanted Mussels SPMDs Burak Karacık PhD student Installed BR sorbents Local Mussels Removed after 7 and 21 30 and 60 47 Stresses in Istanbul Strait 50 000/year Ships Vessels through the İstanbul Strait ≈13 million ≈18 % of Turkey İstanbul City Automobile and local marine traffic Black Sea over one-half million people cross the waterway daily RESULTS İstanbul Strait 6400 6200 6000 T-PCB (pg/g) 270000 Sediment 4000 T-PAH (ng/g) 2000 T-PAH (ng/g) 30000 6000 0 6 20000 10000 1000 6a 12 23 24 1400 0 6 6a 12 23 24 1000 6 6a Sediment Local mussel Tr-Mus(7) Tr-Mus(21) SPMD(7) SPMD(21) BR(7) BR(21) 12 23 24 120000 LMW HMW 800 T-OCP (pg/g) 600 110000 400 100000 200 40000 30000 20000 10000 0 0 NA P AC L AC FL PH E AN FA PY Ba Bb C A FA HR ,B jF Bk A FA Ba P Bg IP DB hiP ah A 0 Sediment 1200 6 6a 12 23 24 48 1200 100 150 50 SPMD (7) SPMD (21) 200 100 50 1800 Local mussel PCB 118 Mono-ortho PCB 600 250 300 350 Sediment 80000 PCB 153 indicator PCB 40000 0 FA PY Ba A Bb C H FA R ,B jFA Bk FA Ba P I Bg P hiP DB ah A 150 0 FL PH E AN P AC L AC 250 NA I Bg P h DB iP ah A FA PY Ba A Bb CH FA R ,B jFA Bk FA Ba P 200 20000 200 1200 0 0 1600 1000 PC PCB-28 PC B-5 2 PCB-10 1 PCB-13 8 B PC -15 B- 3 1 PC 80 B PC -77 PC B-8 1 PCB-12 6 PCB-16 9 PCB-10 5 B PC -11 4 PCB-11 8 B PC -12 3 PCB-15 6 B PC 15 7 B PC -16 B- 7 18 9 60000 50 I Bg P h DB iP ah A 0 FA 350 PY Ba A Bb CH FA R ,B jFA Bk FA Ba P 200 FL PH E AN P AC L AC Tr-Mus (7) Tr-Mus (21) St 24 Individual PAHs 250 200 300 150 350 100 300 BR (7) BR (21) 50 100000 St 6 Individual PCBs (pg/g) 900 30000 60000 90000 3.0e+5 100 6 800 300 200 0 0 6a 12 300 0 0 150 Tr-Mus (21) vs SPMD (21) 600 23 1200 SPMD 400 0 Sediment 400 PC PCB-28 PC B-5 2 PCB-10 1 PCB-13 8 PCB-15 B 3 PC -180 PCB-77 PC B-8 1 PCB-12 6 PCB-16 9 B PC 10 5 PCB-11 4 PCB-11 8 B PC -12 3 PCB-15 6 B PC 15 7 B PC -16 B- 7 18 9 1500 NA 100 FL PH E AN P AC L AC NA 350 Local mussel PC PCB-28 PC B-5 2 PCB-10 1 PCB-13 8 B PC -15 B 3 PC -180 PCB-77 PC B-8 1 PCB-12 6 PCB-16 9 PCB-10 5 PCB-11 4 PCB-11 8 B PC -12 3 PCB-15 6 B PC 15 7 B PC -16 B- 7 18 9 ng/g 300 PC PCB-28 PC B-5 2 PCB-10 1 PCB-13 8 B PC -15 B 3 PC -180 PCB-77 PC B-8 1 PCB-12 6 PCB-16 9 B PC -10 5 PCB-11 4 PCB-11 8 PCB-12 3 B PC -15 6 PCB-15 7 B PC -16 B- 7 18 9 PC PCB-28 PC B-5 2 PCB-10 1 PCB-13 8 PCB-15 B 3 PC -180 PCB-77 PC B-8 1 PCB-12 6 PCB-16 9 PCB-10 5 PCB-11 4 PCB-11 8 B PC -12 3 PCB-15 6 B PC -15 7 PCB-16 B- 7 18 9 350 Sediment Sediment-Local mussel 250 2.5e+5 2.0e+5 250 2.0e+4 T-PCB (pg/g) 200 150 50 24 4000 Local mussel 3000 Tr-Mus (7) vs SPMD (7) 2000 0 1000 SPMD (7) vs BR (7) SPMD (21) vs BR (21) 6 1200 1000 Transplanted mussel 800 1000 400 800 200 600 0 6a 12 23 24 St 6 Individual PCBs (pg/g) PCB 118 Mono-ortho PCB 400 BR 1200 800 600 49 PCBs Mono-ortho PCB Indicator PCB Non-ortho PCB ST 6 SHIPYARDS-MARINAS ST 6a Sea water-Pollutants (pg/g) (Estimated from SPMD data) ST 12 ST 23 ST 24 SED LOC-MUS TR-MUS(7) TR-MUS(21) Shipyard 3 2663 SHIPYARDS-MARINASSHIPBREAKING YARDS Sediment-Pollutants 35 % DDT derivatives Shipyard 2 All transplanted mussels were died in a month 164 Ship recycling volumes (LDT) by country from 1994 to 2009 (NCSG 2011) 50 % DDT derivatives 50 On the way -Aliağa On the way -Aliağa Close-up Close up 51 LAND RETURN Success A SUMMARY OF CONCLUSIONS • Shipyards and Shipbreaking yards are important sources for PAH, PCB and OCP pollution • Local sources (rivers) carries pollutants to the system in the Istanbul Strait • Sediments are important pollutant sources for the marine ecosystems • Among OCPs, HCH+DDT were the dominant • Generally ,there is a linear relationship between the pollutants in transplanted mussels and passive samplers; the differences between PAH and PCB results point out the bioavailability ; higher SPMD results confirm the existence of resent inputs. • SPMDs and BR sorbents give similar results for PAHs, but the levels are generally higher in SPMDs PROJECT TEAM PROJECT TEAM Istanbul Technical University Res. Ass. Burak KARACIK (PhD student) Res. Ass. Sevil Deniz YAKAN DÜNDAR (PhD student) Res. Ass. Atilla YILMAZ (MSc. student) MSc Student: Nazmi Can KOYUNBABA Ass. Prof. Dr. Barış BARLAS Inönü University Prof. Dr. Murat ÖZMEN Assoc. Prof. Dr. Abbas Güngördü Helmholtz Centrum of Munich Prof. Dr. Karl-Werner SCHRAMM Dr.Bernhard HENKELMANN Dr.Gerd Pfister • BRs are not good as passive samplers for PCBs 52 PAPERS Karacık, B., Okay O.S. Henkelmann, B., Pfister, G., Schramm, K.-W. (2013). Water Concentrations of PAH, PCB and OCP by using Semi Permeable Membrane Devices and Sediments. Marine Pollution Bulletin, 63, 471-476. Yakan, S.D., Henkelmann, B., Schramm, K-W, Okay, O.S. (2013). Bioaccumulation - depuration kinetics and effects of phenanthrene on Mediterranean mussel (Mytilus galloprovincialis). Journal of Environmental Science and Health, Part A, 48, 1037-1046. Okay, O.S., Li, K.,Yediler, A., Karacık,B. (2012) Determination of selected antibiotics in the Istanbul strait sediments by solid-phase extraction and high performance liquid chromatography. Journal of Environmental Science and Health, Part A, 47, 1372–1380. Yakan, S.D., Henkelmann, B.,Schramm, K-W., Okay, O.S. (2011) Bioaccumulation and depuration kinetics and effects of Benzo(a)anthracene on Mytilus galloprovincialis. Marine Pollution Bulletin, 63,471-476. Okay, O.S., Özdemir, P.,Yakan, S.D. (2011) Efficiency of Butyl Rubber Sorbent to remove the PAH Toxicity. Journal of Environmental Science and Health, Part A, 46, 909-913. Okay, O.S., Karacık, B., Henkelmann, B., Bernhöft, S., Schramm K-W. (2011). Distribution of organochlorine pesticides in sediments and mussels from the Istanbul Strait. Environmental Monitoring and Assessment, 176, 51-65. Okay, O.S.,Pekey,H.,Morkoç,E., Başak, S. Baykal, B. (2008). Metals in the Surface Sediments of Istanbul Strait (Turkey). Journal of Environmental Science and Health, Part A, 43, (14), 1725-1734. Başak, S., Okay, O., Karacık, B., Henkelmann, B., Schramm, K.W. (2010) Complementary chemical and biological determination of dioxin-like compounds in sediments of İstanbul strait. Fresenius Environmental Bulletin, 19 (7). 12451253. Karacık, B., Okay, O.S., Henkelmann, B., Bernhöft, S., Schramm K-W. (2009). Polycyclic aromatic hydrocarbons and effects on marine organisms in the Istanbul strait. Environment International, 35, 599-606. Okay, O.S., Karacık, B., Henkelmann, B., Bernhöft, S., Schramm K-W. (2009). PCB and PCDD/F in sediments and mussels of the Istanbul Strait (Turkey). Chemosphere, 76 (2009) 159-166. Ceylan, D., Doğu,S., Karacık, B., Yakan, S., Okay, O.S., Okay, O.(2009). Evaluation of Butyl Rubber as Sorbent Material for the Removal of Oil and Polycyclic Aromatic Hydrocarbons from Seawater. Environmental Science and Technology, 43, 3846–3852. “LET’S LEAVE THEM IN PEACE” Thank you Questions? • 53 RESEARCH STUDIES SHIP EMISSIONS LABORATORY RESEARCH STUDIES ON SHIP EMISSIONS Exhaust Emissions Measurements Selma ERGİN Professor, Ph.D., M.Sc. Istanbul Technical University, Faculty of Naval Architecture and Ocean Eng., Department of Naval Architecture and Marine Eng., Maslak, 34469, İstanbul. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr NOx, CO2, SO2, CO and O2 emissions Particulate Matter (PM) Emissions: PM2.5 and PM10 measurements Smoke Measurements Experimental and Numerical Studies on the Dispersion of Exhaust Gases from Ships The Effect of Biodiesel on Exhaust Emission Characteristics of a Diesel Engine İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 RESEARCH STUDIES RESEARCH STUDIES SHIP EMISSIONS LABORATORY SHIP EMISSIONS LABORATORY Emissions Inventory Studies- Investigation of Emissions From Ships in Turkish Straits and Marmara Sea Emission Control of Marine Diesel Engines Study of Exhaust Systems and Silencers Simulation of Engine Room Fires Ship Fire Evacuation Studies Energy Efficient Engine Room Ventilation Thermal and Fire Insulations of Ships Thermal Signature of Naval Ships İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr Professor Selma Ergin, ergin@İtu.edu.tr EXHAUST SMOKE DISPERSION FOR A GENERIC FRIGATE: COMPUTATIONAL MODELING AND COMPARISONS WITH EXPERIMENTS E. Dobrucalı & S. Ergin İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 54 EXHAUST SMOKE DISPERSION FOR A GENERIC FRIGATE: COMPUTATIONAL MODELING AND COMPARISONS WITH EXPERIMENTS GENERIC FRIGATE The exhaust smoke dispersion for a generic frigate is investigated numerically through the numerical solution of the governing fluid flow, energy, spicy and turbulence equations. The main objective of the work is to obtain the effects of yaw angle, velocity ratio, buoyancy and stack geometry on the dispersion of the exhaust gases. The flow visualization tests using 1/100 scale model of the frigate in the wind tunnel were also carried out to determine the exhaust plume path and to validate the computational results. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr WIND TUNNEL İSTANBUL TECHNICAL UNIVERSITY İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr MATHEMATICAL MODEL 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr Continuty Equation: Momentum Equation: Energy Equation: İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 55 MATHEMATICAL MODEL MATHEMATICAL MODEL Species Equation: Effective Viscosity: Turbulence Kinetic Energy: Turbulent Viscosity: Dissipation Rate of Turbulence Kinetic Energy Production term: İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr COMPARISONS OF THE RESULTS Different Velocity Ratios İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr COMPARISONS OF THE RESULTS Different Yaw Angles K=0.407 Ψ=0.0 Ψ=10.0 K=0.815 İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 56 COMPARISONS OF THE RESULTS Different Yaw Angles The effects of K on the dissipation of the exhaust gases K= 0.7349 K=2.772 Ψ=20.0 İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr The effects of K on the NOx emission distribution K= 0.7349 İSTANBUL TECHNICAL UNIVERSITY K=2.772 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr Effect of the yaw angle on the dissipation of the exhaust gases Ψ=0° İSTANBUL TECHNICAL UNIVERSITY Ψ=20° 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 57 CONCLUSIONS CONCLUSIONS The results show that velocity ratio is the important factor for the exhaust smoke nuisance problem. Furthermore, the stack geometry and yaw angle have also significant effects on the downwash problem. The momentum of exhaust gases from the stack increase with the velocity ratio. Therefore, the velocity ratio should be high enough not to have downwash problem. The results show that down wash phenomena occurs when the velocity ratio smaller than K=0.815. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 The results with different yaw angles show that the plume rise tends to be diminished as the yaw angle increases from 0° to 20°. The results show that the best stack geometry is the stack with bulwark which has openings around it. The results with different exhaust gas temperatures show that the buoyancy effect is negligible. The numerical results are in good agreement with the experimental results. İSTANBUL TECHNICAL UNIVERSITY Professor Selma Ergin, ergin@İtu.edu.tr 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr INTRODUCTION The objectives of the study INVESTIGATION OF EMISSIONS FROM SHIPS IN TURKISH STRAITS AND MARMARA SEA The main objective of the study is to investigate the ship-source air pollution for the Turkish waters and coastal areas. The Marmara sea and the Turkish straits, which have very special ecological conditions in terms of both marine environment and terrestrial environment, have been chosen as the pilot area. Selma ERGİN İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 58 INTRODUCTION INTRODUCTION The specific objectives of the study Formation of emissions from ships To investigate the impacts of the ship-source air pollution on the environment in the region of the Marmara sea and the Turkish straits. To propose and define the measures to prevent air pollution from ships. To calculate the costs and benefits of emission control. To establish an effective control and retribution/rewarding system for the ship-source air pollution. To prepare a draft legislation in order to protect the environment; To review the international and national legislation to define the responsibilities of Turkey according to the IMO legislation, the EU acquis and the other international legislation. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Exhaust emissions from ships, powered generally by diesel engines, comprise of mainly carbon dioxide (CO2), carbon monoxide (CO), sulphur oxide (SOx), nitrogen oxide (NOx), partially reacted and non-combusted hydrocarbons (HC) and particulate material (PM). These emissions have been recognized as a main source of pollution and lead to the environmental impacts such as global warming, acidification, eutrofication and degradation of air quality. İSTANBUL TECHNICAL UNIVERSITY Professor Selma Ergin, ergin@İtu.edu.tr INTRODUCTION INTRODUCTION Emissions from land, air and maritime transport Emission rates İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr The emission of CO2, NOx and SOx by shipping corresponds to about 2-3%, 10-15% and 4-9% of the global anthropogenic emissions, respectively (see, for example,Corbett et al.( 2003, 2007), Cafola et al. (2007), Endresen et al. (2008), Eyring et al. (2005, 2007), Marmer et al. (2009)). İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 59 INTRODUCTION SHIP EMISSION REGULATIONS Future Ship Emissions IMO MARPOL ANNEX VI It is estimated that without any limitation the green house gas emissions would have increased about 150250 % by 2050 (IMO-MEPC 59, 2009) the NOx emissions would have increased more than twice, 2.1 million ton/year by 2030. The PM2.5 emissions would have increased about 3 times, 170000 ton/year. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr MARPOL Annex VI Regulations are the main international regulations on the prevention of air pollution from ships developed by the International Maritime Organisation, IMO and they have been in force since May 19th, 2005. The revised MARPOL Annex VI sets limits on NOx and SOx emissions from ship exhausts, and prohibits deliberate emissions of ozone depleting substances. Recently, mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping were also adopted by the International Maritime Organization. They are intended to ensure an energy efficiency standard for ships. These regulations have been in force from 1 January 2013. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 IMO MARPOL ANNEX VI IMO MARPOL ANNEX VI NOx Limits SOx Limits İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY Professor Selma Ergin, ergin@İtu.edu.tr ( < 6 gr/kWh) 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 60 IMO MARPOL ANNEX VI IMO MARPOL ANNEX VI EEDI (g CO2/ton. nm) EEDI requirement for container vessels İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 DESCRIPTION OF THE STUDY The shipping activity in the Marmara sea and Turkish straits has increased considerably over the last fifty years, and currently represents a significant contribution to the global emissions of greenhouse gases and pollutants, in particularly NOx and SO2. The health and environmental impacts of air pollutants are highly dependent on the proximity of the emission sources to sensitive receptor sites. Therefore, the ship-source emissions are a dominant source of air pollution for the highly populated Turkish straits and Marmara region. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 İSTANBUL TECHNICAL UNIVERSITY Professor Selma Ergin, ergin@İtu.edu.tr Professor Selma Ergin, ergin@İtu.edu.tr 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr DESCRIPTION OF THE STUDY The emissions from shipping for the Marmara sea and the Turkish straits are estimated using the 2010 AIS data and the national statistics. The bottom-up approach based on the vessel movement, engine type, engine speed and fuel type is employed to calculate the twenty different emissions including NOx, SOx, PM2.5, PM10 and NMVOC emissions. The emissions from the Turkish fleet is also estimated for the year 2010. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 61 DESCRIPTION OF THE STUDY The benefits and the costs of emission reductions including external environmental costs from the current levels to the MARPOL Annex VI ECA levels are calculated and presented for the Marmara sea and Turkish straits. Possible measures to improve the environmental performance of the shipping sector in Turkey. Development of national legislation on the prevention of air pollution from ships. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 The Marmara sea connects the Black sea to the Aegean sea through the straits of Istanbul and Çanakkale. The area of the Marmara sea is about 11350 km2. The passage from the Black Sea to the Aegean Sea is carried out in about 304 km by the Istanbul strait, the Marmara Sea, and the Çanakkale strait. These straits are very sinuous, often narrow, and flowed by strong and complex currents. Geographically, they almost resemble a river system with narrow and winding channels. İSTANBUL TECHNICAL UNIVERSITY Professor Selma Ergin, ergin@İtu.edu.tr MARITIME TRAFFIC The Istanbul strait 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr MARITIME TRAFFIC The Çanakkale strait The strait of Istanbul separates the European part of Turkey from its Asian part, connecting the sea of Marmara with the Black sea. It is about 32 km long, with a maximum width of 1500 meters at the northern entrance, and a minimum width of 700 meters between Anadoluhisarı and Rumelihisarı. The depth varies from 36 to 124 meters in midstream. The strait of Istanbul takes several sharp turns. The ships are bound alter course at least 12 times at these bends. The strait of Istanbul runs through the city of Istanbul with a population of more than 12 million people. The shorelines of Istanbul are densely populated and ships frequently come as close as 50 m to the populated areas. İSTANBUL TECHNICAL UNIVERSITY MARITIME TRAFFIC The Marmara Sea and Turkish Straits 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr The strait of Çanakkale, also known as the Dardanelles connects the Marmara sea to the Aegean sea. The length of the strait of Çanakkale is approximately 69 km, with a general width ranging from 1300 m to 2000 m. Its geographic features are similar to those of the strait of Istanbul. It is an established fact that the Turkish Straits are one of the most hazardous, crowded, difficult and potentially dangerous, waterways in the world for marines. All the dangers and obstacles characteristic of narrow waterways are present and acute in this critical sea lane. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 62 MARITIME TRAFFIC MARITIME TRAFFIC The Marmara Sea The type and the number of ships passing through the Turkish straits. The Marmara sea has both national and international marine traffic which covers transit, non-transit ships as well as domestic ships. Excluding the vessel traffic more than 2.5 million people are daily on the move at sea by city ferries, sea busses and other shuttle boats crossing from one side to another in Istanbul. The number of vessels passing through the İstanbul strait and the Çanakkale strait are respectively, 50871 and 46686 in 2010. The number of transit ships in the Istanbul strait is about 56% of the total ships passing through and in Çanakkale strait about 61%. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr MARITIME TRAFFIC MARITIME TRAFFIC Transit and non-transit ships passing through the Turkish straits. The ships for the domestic lines in the Turkish straits and the Marmara sea. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 63 MARITIME TRAFFIC ESTIMATION OF EMISSIONS Estimation Methods The locations of the ports Emission estimation methods; The top-down method : This approach based on the fuel consumption. The bottom-up method : This based on the vessel movement, engine type, engine speed and fuel type. The emissions from navigation for a single trip can be calculated as Etrip = EHotelling + EManouvering+ ECruising İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr Flow diagram for the contribution from navigation to combustion emissions. Emissions International port Domestic Port 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr Emissions of pollutant i can be computed for a complete trip by Phases of a Trip İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 ESTIMATION OF EMISSIONS ESTIMATION OF EMISSIONS Emissions İSTANBUL TECHNICAL UNIVERSITY Professor Selma Ergin, ergin@İtu.edu.tr ETrip,i , j ,m TP (Pe x LFe x EFe,i , j ,m, p ) p e ETrip = emission over a complete trip (tonnes), EF = emission factor (kg/tonne) LF = engine load factor (%) P = engine nominal power (kW) T = time (hours), e = engine category (main, auxiliary) i = pollutant (NOx, NMVOC, PM) j = engine type (slow-, medium-, and high-speed diesel, gas turbine and steam turbine). m = fuel type (bunker fuel oil, marine diesel oil/marine gas oil, gasoline), p = the different phase of trip (cruise, hotelling, manoeuvring). İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 64 RESULTS Total pollutant emissions for the Marmara sea and Turkish straits Emission (t/year) İstanbul Strait Çanakkale Strait Marmara Sea Transit Marmara Sea NonTransit Local Traffic Total NOx 4949 473 169 1810 404 404 404 203339 9808 936 335 3587 801 801 801 403265 15480 1498 529 5707 1235 1235 1235 646212 21037 2302 978 5728 1515 1515 1515 988957 5217 644 180 1740 129 129 129 276423 56491 5853 2191 18572 4084 4084 4084 2518197 11 1 1 37 39 76 1717 12 77 22 2 3 73 77 150 3404 24 152 35 4 4 114 121 239 5342 38 243 49 5 8 116 124 334 5333 49 373 11 1 3 3 4 77 87 9 104 127 13 19 343 366 876 15882 133 949 26 8 34 52 16 68 83 26 108 96 35 149 11 7 33 268 92 393 CO NMVOC SOx TSP PM10 PM2,5 CO2 RESULTS Total NOx emissions in the Marmara sea and the Turkish straits kg/year) Pb Cd Hg As Cr Cu Ni Se Zn (g/year) PCDD/F HCB PCB İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr RESULTS RESULTS Total SOx emissions in the Marmara sea and the Turkish straits Total NOx emissions for different types of the ships in the Marmara sea and the Turkish Straits İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 65 RESULTS RESULTS Total SOx emissions for different types of the ships in the Marmara sea and the Turkish Straits NOx emissions from different types of transit ships in the Marmara sea İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr RESULTS RESULTS SOx emissions from different types of transit ship in the Marmara sea NOx emissions from different types of non-transit ships in the Marmara sea İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 66 RESULTS RESULTS SOx emissions from different types of non-transit ships in the Marmara sea NOx emissions from different type of the ships in the İstanbul strait İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr RESULTS RESULTS SOx emissions from different type of the ships in the İstanbul strait NOx emissions from different type of the ships in the Canakkale strait İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 67 RESULTS SOx emissions from different type of the ships in the Çanakkale strait RESULTS & DISCUSSIONS Comparison of the emissions per coastal length for different ocean waters Emission/Coast length (t/(year km)) İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr NOx SOx PMtotal Marmara Sea & Turkish straits 47.08 15.47 6.8 Istanbul Strait 77.33 28.28 12.6 Canakkale Strait 71.07 25.99 11.61 Black Sea 10.29 7.43 0.84 Mediterranean 38.72 27.19 3.28 Baltic Sea 37.38 26.5 3.0 İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr RESULTS The Costs and Benefits of Marmara Sea ECA For the Marmara ECA, the calculations show that the total costs of improving the emissions of ships in the Marmara sea and Turkish straits from the current performance to ECA standards will be less than approximately 241.7 million Euro in 2020. A study for the ships passing through the Marmara sea and the Turkish straits were carried out to show the impact of the requirements of ECA on the external costs. The relevant marginal external costs of shipping are the costs of climate change and the costs of air quality affecting human health and causing environmental damage. These environmental costs are directly related to the fuel use. The total annual environmental benefits of reducing emissions from the current levels to ECA limits is obtained to be 211.7 million Euro. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr CONCLUSSIONS I The shipping activity in the Marmara sea and Turkish straits has increased considerably over the last fifty years, and currently represents a significant contribution to the global emissions of greenhouse gases and pollutants, in particularly NOx and SO2. The emissions of the twenty different pollutants including NOx, SOx, PM2.5, PM10 and NMVOC from transit and non-transt ships including the local traffic are calculated for the Istanbul strait, Çanakkale strait and the Marmara sea. The total shipping emissions in the Marmara sea and Turkish straits are estimated as 56.5 kt/year NOx, 18.6 kt/year SOx, 5.9 kt/year CO, 2.2 kt/year NMVOC, 8.2 kt/year PM, and 2518.2 CO2 kt/year. The estimated emission values compare well with the previous results found in the literature. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 68 CONCLUSSIONS II CONCLUSSIONS III From the emission inventory, it is found that the transit ship emissions are approximately between 40 and 43 percent of the total emissions from shipping in the Marmara sea and Turkish straits. On the other hand, It is found that the non-transit ship emissions are about 48 to 49 percent and the local traffic emissions about 9 to11 percent. The results show that the general cargo ships have responsible from the largest amount of the emissions in the Marmara sea and the Turkish straits. The NOx, SOx and PM emissions per coastal length for the Marmara and Turkish straits are calculated and compared with those for different ocean waters including the Baltic sea, the Black sea and the Mediternean sea. The results show that the emission per costal length for the İstanbul strait is the highest one. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr The results show that the Istanbul strait is the most sensitive area in Turkey. Emissions from the increasing shipping activities in the Turkish straits and Marmara sea represent a significant and increasing air pollution source. Since the health and environmental impacts of air pollutants are highly dependent on the proximity of the emission sources to sensitive receptor sites. It can be concluded that the ship emissions is a dominant source of air pollution for the highly populated Turkish straits and Marrmara region. İf the Marmara sea and Turkish straits are recognized as ECA, the highly populated Marmara region will experience significant improvements in air quality due to reduced NOx, SOx, PM and ozone from ships complying with ECA standards. İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr For a clean sea & sky…. Thank you for your attention... İSTANBUL TECHNICAL UNIVERSITY 3 May 2013 Professor Selma Ergin, ergin@İtu.edu.tr 69 Content 1. Introduction Development of Life Cycle Assessment of Ships and Analysis of Time Dependent Drag Performance of Antifouling Ship Coatings Demirel, Y. K., Turan, O. and Incecik, A., University of Strathclyde, Glasgow, UK by Yigit Kemal Demirel yigit.demirel@strath.ac.uk 2. Progress at a glance 3. Background 4. CFD Approach 5. Determination of Roughness Functions 6. Frictional Resistance Prediction of Ships exposed to Fouling 7. Conclusions Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 1. Introduction (1/8) Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 1. Introduction (2/8) Aims The main aim is to develop a time dependent fouling model of antifouling coatings and their effect on the hull resistance performance of ships. Specific objectives can be listed as: Development of time dependent fouling model and resistance performance of ships. To the best of our knowledge, there exists no systematic study comparing drag behavior of fouling control coating families with ageing time in the presence of fouling species under realistic speed-activity conditions. Full scale fouling tests at sea and measurements of the roughness characteristics through lab based resistance tests. Development of a Life Cycle Assessment Model and assessment of the energy and environmental efficiency of new generation of paints applied to various types of ships. Development of time dependent fouling rate of different types of paint as a function of environmental parameters such as temperature and geographical locations. Development of a CFD approach to model the effect of fouling and antifouling technologies on ship resistance and power. Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 70 1. Introduction (4/8) 1. Introduction (3/8) £ FOUL-X-SPEL “Environmentally Friendly Antifouling Technology to Optimise the Energy Efficiency of Ships” (FOUL-X-SPEL). “The basic idea concerns the modification of usual hulls by providing a new antifouling coating, by fixing bioactive molecules, which can provide biocide activity, in order to avoid leaching and to promote a long-term effect of surface protection” Negative Effects on Environment Partners - Instituto Superior Tecnico - Estaleiros Navais De Peniche, S.A. - Hempel A/S - Fundacion Tekniker - University of Strathclyde - Instituto De Soldadura E Qualidade - Carnival Plc - Lloyd's Register Emea - University of Southampton - National Technical University of Athens Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 1. Introduction (5/8) Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 1. Introduction (7/8) FOUL-X-SPEL FOUL-X-SPEL Main activities to be performed by the University of Strathclyde : The objectives of the project : A CFD Approach To enhance the energy efficiency of ships To reduce fuel consumption of ships over the medium to long term To enhance the antifouling ability of the paint To reduce the air emissions To reduce the dry dock intervals To increase the lifetime of the paint by avoiding wear and corrosion To control deterioration of the paint and to avoid toxic emissions To improve of environmental impact To validate the new antifouling coating properties by field tests Life Cycle Assessment (LCA) of the new coating in compliance with technical, safety, environmental regulations To provide coating guidelines Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Time dependent hull roughness of the new paint Sea exposure tests The hydrodynamic resistance tests Long term full scale field tests Life Cycle Assessment Energy efficiency of the ships and savings owing to the use of new coating addressing the EEDI and EEOI Development of the new empirical formula to predict the time dependent fouling effect on resistance performance of the paints Development of a new model to determine the energy and environmental efficiency of the new paint within EEDI and EEOI of existing ships Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 71 1. Introduction (8/8) 2. Progress at a glance (1/2) FOUL-X-SPEL The optimum compromise among antifouling ability, safety, environmental issues, ecotox issues and the IMO and EU Regulations is expected to be achieved. It is believed that it might be a leap forward towards environmentally friendly antifouling systems. Resistance prediction of plates as function of roughness using a CFD approach Schlichting uniform sand roughness function Colebrook roughness function Grigson roughness function Resistance prediction of ships using a CFD Approach Model scale Full scale Establishing the most suitable CFD modeling techniques for accurate resistance prediction as function of roughness (Ongoing) Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 2. Progress at a glance (2/2) Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 3. Background The Roughness Effect on Flow U Determination of roughness functions (drag characterization), U+, and Roughness Reynolds Numbers, k+, of fouled and painted plates by using the Granville’s indirect (overall) method. U U Roughness function smooth U rough Frictional Resistance Prediction of Ships exposed to fouling (any roughness) Development of a code based on turbulent boundary layer similarity 3 flow regimes: Hydraulically smooth regime Transition regime Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Fully rough regime Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 72 4. CFD Approach (1/6) 4. CFD Approach (2/6) a) Resistance Prediction of Plates as a Function of Roughness using a CFD Approach a) Resistance Prediction of Plates as a Function of Roughness using a CFD Approach CFD simulations of towing tests of coated plates were performed by using STAR-CCM+. Plate Domain Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 4. CFD Approach (3/6) 4. CFD Approach (4/6) a) Resistance Prediction of Plates as a Function of Roughness using a CFD Approach a) Resistance Prediction of Plates as a Function of Roughness using a CFD Approach Validation CF values of each surface were obtained and validated against experimental data Surface CF condition (Experiment) CF (CFD) Difference (%) Smooth ~ 0.003605 ~ 0.003630 ~ -0.697236 SPC TBT ~ 0.003783 ~ 0.003775 ~ 0.209476 220 grit ~ 0.004254 ~ 0.004254 ~ 0.009948 60 grit ~ 0.006048 ~ 0.005701 ~ 5.745406 Parametric Study Fouling and AF coating The roughness condition, viz. roughness height, was varied systematically from 0 to 800 m Prediction of the increase in CF due to fouling and AF coating on frictional resistance Description of condition CFD CF values vs. Experimental CF values CF values for varying roughness parameter (k) Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL %CF (Re=2.8E+6) Smooth - Typically as applied AF coating 3.99 Deteriorated coating or light slime 5.67 Heavy slime 31.12 Prediction of the increase in CF due to fouling and AF coating on frictional resistance Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 73 4. CFD Approach (5/6) b) Resistance Prediction of 4. CFD Approach (6/6) Ships using a CFD Approach • KRISO Container Ship (KCS) - Model scale - Full scale • Validation against experimental results b) Resistance Prediction of Ships using a CFD Approach Investigation of the effect of some retrofitting technologies on the performance of Kriso container ship WED Pre-swirl fin Next Step: Prediction of fouling effects on full scale ship frictional resistance based on a CFD analysis, employing the recently developed model. Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 5. Determination of Roughness Functions Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 6. Frictional Resistance Prediction of Ships exposed to Fouling (1/2) U+ = f (k+) can be found indirectly utilizing towing tests of flat plates with any kind of roughness. Schematic of Granville scale-up procedure A MATLAB Code has been developed to predict the frictional resistance of ships exposed to fouling or any type roughness. Towing test of a flat plate (an example from YouTube) Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 74 6. Frictional Resistance Prediction of Ships exposed to Fouling (1/2) The Developed Code Once the towing tests of a flat plate, which is covered with a specific roughness (fouling, newly painted, etc…), are conducted, it is possible to predict the frictional resistance of ships covered with that roughness by using a similarity law scaling procedure. 7. Conclusions A novel, non-leaching antifouling coating is to be developed within the FOUL-X-SPEL Project. A systematic study comparing drag behavior of fouling control coating families with ageing time in the presence of fouling species under realistic speed-activity conditions is to be carried out. Time dependent fouling model of antifouling coatings addressing their effect on the hull resistance performance of ships is to be developed. A CFD approach to model the effect of fouling and antifouling technologies on ship resistance and power has been developed. Experimental data is still absolutely necessary and complementary towards developing accurate CFD prediction methods. It is believed that, the research activities on antifouling coatings will lead to very effective prevention of marine biofouling while maintaining the harmony between man-made structures and marine life. Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL Thanks for your attention Q&A Any questions or comments are welcome Yigit Kemal Demirel yigit.demirel@strath.ac.uk Joint Workshop on Technologies to Reduce Risks in Shipping Friday, 3rd May 2013, ISTANBUL 75 Background of Energy Efficient Shipping - Global Warming Operational Measures Towards Energy Efficient Shipping • - It is unequivocal that the global average surface temperature increased and sea level rose during the second half of 20th century and early part of the 21st century. Workshop on Technologies to Reduce Risks in Shipping Istanbul, 2013 • - During the same period, the snow cover in the Northern Hemisphere decreased. Ruihua Lu Department of Naval Architecture and Marine Engineering University of Strathclyde, Glasgow Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Background of Energy Efficient Shipping - Global Warming For 2007, it is estimated that the shipping have emitted 1,046 million tonnes of CO2, which accounts 3.3% of the global CO2 emission during 2007. International shipping CO2 emission is estimated to account 2.7% of the global CO2 emission in 2007. Source: Climate Change 2007: The Physical Science Basis, Summary for Policymakers, Intergovernmental Panel on Climate Change Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Background of Energy Efficient Shipping - Increasing Fuel costs Ship transports accounts 90% of world trade, and it is predicted that the trade transported by ships will triple by the year 2020. Although the commercial ship engines burn the cheapest ‘bunker fuel’, the cost of bunker fuel has risen sharply with other petroleum products, increasing more than 250% (from $170/ton) since 2002 and 160% (from $230/ton) since 2005, to nearly $600/ton today. Source: Bloomberg, 2009 The global warming requires the higher energy efficient shipping Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 The fierce competition requires the higher energy efficient shipping Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 76 Background of Energy Efficient Shipping - Regulations come into force the Ship Energy Efficiency Management Plan (SEEMP) has been made mandatory for all ships by the International Maritime Organization (IMO) since 1 January 2013 to encourage efficient ship operation. Energy Efficiency Operational Indicator (EEOI) is used to show the energy efficiency of a ship in operation by calculating the mass of 𝐶𝑂2 emitted per unit of transport work. The Regulations require the higher energy efficient shipping Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Due to IMO report in 2000, the effective operation methods to reduce GHG includes fleet planning, weather routing and optimization of speed, etc. Voyage optimization can reduce CO2 emissions by 1%-10%, and enhance efficiency of fuel oil consumption. Ship performance and fuel consumption modelling respond to specific sea state and weather condition Voyage Optimization - Through ship performance modelling based on weather forecast to select optimal routes with optimized speed (refers to fleet planning, weather routing and optimization of speed) Operational Measures for Energy Efficiency Voyage Optimisation • Improved voyage planning • Weather routing •Hull Maintenance • Just-in-time arrival •Propulsion system • Speed optimisation •Propulsion system maintenance • Optimised shaft power • Optimised ship handling – Optimum trim – Ballast – Optimum propeller and propeller inflow considerations – Optimum use of rudder and heading control systems (autopilots) •Waste heat recovery •Improved fleet management •Improved cargo handling •Energy Management •Fuel Type •Other measures Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Voyage Optimisation - Definition 1. Voyage optimisation is the optimisation of ship operation, which refers to ‘Improved Voyage Planning’, ‘Weather routeing’, ‘Speed Optimisation’ and ‘Just-in-time arrival’. The targets of voyage optimisation are to increase energy efficiency, to arrive in time and to reduce the carbon oxide emissions. To reduce the negative effect from severe weather and waves, etc. To enhance safety and fuel consumption efficiency of ship voyage Saving fuel and ship operational cost More friendly to environment and contribute to restrain global warming Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 77 Voyage Optimisation - Objective Voyage Optimisation - Definition 2. Energy Efficiency of Operation (EEO) is defined as an indicator to illustrate the main engine fuel consumption efficiency in my study. the unit of EEO is tonne of heavy fuel consumption per tonne of cargo and per nautical mile. EEO attributes to the calculation of EEOI, which is the key parameter in SEEMP • The target of my study is to explore the method to enhance fuel consumption efficiency by route optimization, speed optimization, etc. with respect to the time of arrival and safety. • 1. To build up the ship operational performance(fuel consumption) model respond to specific sea state, voyage speed and ship loading condition. • 2. To refine the ship operational performance model based on each specific category of vessel (Basic dimensions, ship hull form, etc.) to enhance the accuracy of ship operational performance prediction. • 3. To analyse and select optimal routes – with highest Energy efficiency during overall voyage within limited time on arrival based on ship operational performance (fuel consumption) model. • 4. Setting up a decision support system to assist ship masters for energy efficient under safety principals. • 5. Setting up voyage planning and fleet management system for managers. Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Voyage Optimisation Voyage Optimisation - Analysis Diagram - Calm water total resistance 𝑅𝑇𝐶𝑊 modelling The total resistance of a ship in calm water has been subdivided into: 𝑅𝑇𝐶𝑊 = 𝑅𝐹 1 + 𝑘1 + 𝑅𝐴𝑃𝑃 + 𝑅𝑤 + 𝑅𝐵 + 𝑅𝑇𝑅 + 𝑅𝐴 Where: 𝑅𝐹 Note: The total added resistance modelling method in my study is modified based on Kwon’s method Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Frictional resistance according to the ITTC1957 friction formula 1 + 𝑘1 Form factor describing the viscous resistance of the hull form in relation to 𝑅𝐹 𝑅𝐴𝑃𝑃 Resistance of appendages 𝑅𝑤 Wave-making and wave-breaking resistance 𝑅𝐵 Additional pressure resistance of bulbous bow near the water surface 𝑅𝑇𝑅 Additional pressure resistance of immersed transom stern 𝑅𝐴 Model-ship correlation resistance Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 78 Voyage Optimisation Voyage Optimisation - Total added resistance 𝑅𝑇𝐴𝐷𝐷 modelling (speed loss modelling) - Total added resistance 𝑅𝑇𝐴𝐷𝐷 modelling (speed loss modelling) 2. 1. Block coefficient Cb Ship loading conditions Speed reduction coefficient Cu 0.55 normal 0.6 normal 2.2-2.5*Fn-9.7*(Fn^2) 0.65 normal 2.6-3.7*Fn-11.6*(Fn^2) 1.7-1.4*Fn-7.4*(Fn^2) 0.7 normal 3.1-5.3*Fn-12.4*(Fn^2) 0.75 loaded or normal 2.4-10.6*Fn-9.5*(Fn^2) 0.8 loaded or normal 2.6-13.1*Fn-15.1*(Fn^2) 0.85 loaded or normal 3.1-18.7*Fn+28.0*(Fn^2) 0.75 ballast 0.8 ballast 3.0-16.3*Fn-21.6*(Fn^2) 0.85 ballast 3.4-20.9*Fn+31.8*(Fn^2) 2.6-12.5*Fn-13.5*(Fn^2) 3. Beaufort Number (BN) is an indicator of sea state and wind speed Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Voyage Optimisation Voyage Optimisation - Relation between actual speed and engine output power required - Relation between fuel consumption and actual speed Based on the speed loss due to weather effect, the relation between actual speed in calm water and corresponding engine output power can be figured out as following, (with respect to draft and sea state) Based on the Specific Fuel Oil Consumption (SFOC) diagram on the left, the relation between fuel consumption and actual speed can be plotted through the parameter of Power. Up to this step, the fuel consumption under each specific speed, sea state and sea direction is able to be predicted. Based on the results above, the relation between fuel consumption and speed can be converted into EEO. EEO is defined as an indicator to illustrate the main engine fuel consumption efficiency; the unit of EEO is tonne of heavy fuel consumption per tonne of cargo and per nautical mile. Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 79 • • Voyage Optimisation Voyage Optimisation - Note - Note The accuracy of ship operational performance model was assessed through the comparison between predicted EEO (from the update ship operational performance model) and actual EEO (from noon data recorded on board). • The uncertainty factors affect the accuracy of ship operational performance model include: - The sea state and weather condition may change during each 24 hours(normal recorded period in noon data) Errors exist in recording of wave height, wind speed, valid average speed and power, etc. Lacking of well completed noon data record or not accurate sea trial data The setting up of the ship operational performance model was started with oil tanker, while the model can be modified to adapt to specific category of ship. - • Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Voyage Optimisation Case Study 1 – Oil tanker A comes from the noon report on board, it is recorded actually. The comparison between predicted EEO and recorded EEO of Oil Tanker A and Oil Tanker B in Case Study 1 and 2 are shown in the following slides. Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Under each sea state (sorted by Beaufort number), the predicted EEO and actual recorded EEO with each wind direction are compared as following, (take BN=3 as example) comes from my fuel consumption modelling. By using the updated ship performance prediction method, the absolute difference between predicted EEO and recorded EEO of Oil Tanker A is 5.12%. By using the original ship performance prediction method, the absolute difference between predicted EEO and recorded EEO of Oil Tanker A is 14.7% Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 28 April 2013 PhD first year progress presentation Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 80 Voyage Optimisation Case Study 2 – Oil tanker B comes from the noon report on board, it is recorded actually. Under each sea state (sorted by Beaufort number), the predicted EEO and actual recorded EEO with each wind direction are compared as following, (take BN=4 as example) comes from my fuel consumption modelling. By using the updated ship performance prediction method, the absolute difference between predicted EEO and recorded EEO of Oil Tanker B is 7.15%. By using the traditional ship performance prediction method, the absolute difference between predicted EEO and recorded EEO of Oil Tanker B is 21.6% Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 28 April 2013 PhD first year progress presentation Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Voyage Optimisation Voyage Optimisation - Global ocean weather forecast modelling - Application For voyage optimisation, effective and accurate use of the global ocean weather forecast is a quite important issue. Based on the GRIB2 weather forecast file from NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION(NOAA), I have written a program to read and output the global ocean weather forecast, which includes significant wave height, swell, wind speed & directions, etc. Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 • A reasonable and practical prediction of ship performance (especially fuel consumption performance) in actual environment is the first and key step of voyage optimisation. • When the voyage optimisation is well developed, the ship owner could benefit from increasing safety of vessel (avoidance of severe weather); saving fuel consumption (manage a voyage route with low fuel consumption from a few suggested routes); arriving in time (manage ship speed and voyage route based on suggested speed and routes). • The usage of voyage optimisation has a potential to reduce the fuel consumption and operational cost, which are quite important in the fierce competition of shipping market. Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 81 Voyage Optimisation Thank you for your attention - Conclusions • As the Ship Energy Efficiency Management Plan (SEEMP) has been made mandatory for all ships by the International Maritime Organization (IMO) since 1 January 2013, it is necessary and wise to develop voyage optimization not only to comply with relevant regulations but also to save vessel operational cost by reducing fuel consumption and decreasing carbon oxide emissions. • Through the comparison between the traditional ship performance prediction method and the update version, the absolute difference between predicted EEO and actual recorded EEO of oil tanker A reduced from 14.7% to 5.2%, oil tanker B reduced from 21.6% to 7.15%. The results prove the oil tanker fuel consumption modelling is very reasonable considering the uncertainty in some factors. Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 Any questions or comments are more than welcome Workshop on Technologies to Reduce Risks in Shipping – Istanbul 2013 82 Background TARGETS Auxiliary energy Energy audits Engine Room and prime driver Added Resistance Auxiliary Energy Modules M. Insel • Experience gained in 2 EU FP7 projects: TARGETS, TEFLES • Know-how on energy-emission modelling in ships • Know-how on emission reduction measures (ERMs) • Know-how on effectiveness of ERMs Wave Resistance Propeller Modules Probabilistic Approach to Emission Modeling in a Seaway, Effectiveness of Emission Reduction Measures Hydrodynamic efficiency Propulsion Improvement Devices Ship propulsion Advanced Surface technology Frictional resistance/ Hull coatings Integration and simulation 83 Most accurate way of emisson determination Prediction of Emissions for a Ship in Specific Conditions Measurement of Fuel Consumption Exhaust Propulsion Engine Coversion of Fuel consumption to Emissions IMO GHG ? or DNV ? Or other ? Direct measurement Top Down Emission Estimations for a Fleet Fuel Consumption Resistance Auxiliary Bottom Up Probabilistic Approach Not readily available ERM effect can not be predicted Top down Ship size can not be accounted Route can not be accounted ERM can only be effective for one ship Bottom Up 84 Example Fleet and Voyage : MoS Route Number of ships Route Length Ship Size Heading Weather Ship Size Wind Direction Wind Speed Number of Ships in Database 1200 1000 800 600 400 200 0 DW Wave Height 85 Ship Characteristics Breadth (m) Length (m) 250 200 150 100 50 0 0 DW 10000 20000 30000 40000 50000 60000 y= 3E-13x3 - 3E-08x2 10 8 CB Draught (m) 12 6 4 2 0 1 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 y = 36.8083718e-0.0000934x 20 200 150 100 0 0 10000 20000 30000 40000 50000 60000 70000 -20 -40 -60 0 0.1 0.2 0.3 V/(gL)^0.5 0.4 30000 40000 50000 60000 -80 -100 DW 0.5 Ship characteristics probabilistic representation 1400 20000 y = -0.88x + 0.8491 0 10000 20000 30000 40000 50000 60000 10000 DW DW Model 100 1200 Auxiliary Power Error (%) Auxiliary Power (kW) 40 250 0 + 0.0008x + 2.1881 14 0 60 y = 4.0086x0.3917 300 50 DW 16 350 Length Error % 40 y =358E-13x3 - 8E-08x2 + 0.0023x + 10.275 30 25 20 15 10 5 0 0 10000 20000 30000 40000 50000 60000 y = 4.0046x0.3918 300 Length (m) 350 Probabilistic Approach 1000 800 y = 135.22ln(x) - 653.92 600 400 200 0 0 5000 10000 15000 20000 25000 DW 50 0 -50 0 5000 10000 15000 20000 25000 -100 -150 -200 -250 -300 DW Average Power for DW ± % Variation 86 Engine Modelling Engine Emission Models Simulations by Monte Carlo Method Validation 87 Validation Paint Effect Air Lubricaton Surface patterns 88 Hull Form Trim Optimisation Stern Form Air Resistance 89 Appendages Thruster Tunnels Electric Consumers Scrubbers 90 Slow Steaming Drydocking Period Efectiveness of ERMs Efectiveness of ERMs 91 Ballast Water Problem BaWaPla ITU & BaWaPla Experimental design Electrochemical cells Results Conclusions www.bawapla.com Sustainable Ballast Water Management Plant Assoc.Prof.Dr. Fatma Yonsel fyonsel@itu.edu.tr PhD. Ceren Bilgin Güney bilgincer@itu.edu.tr Istanbul Technical University Faculty of Naval Architecture and Ocean Engineering, 34 469 Maslak- Istanbul, Turkey 366/36 Ballast Water Problem • • • • The IMO Marine Environment Protection Committee (MEPC) meeting, MEPC 64, held in October 2012, discussed several issues related to the Ballast Water Management Convention (BWM Convention), and reached the following conclusions: Marine plants, animals and microorganisms are being carried around the world attached to the hulls of ships and in ships’ ballast water. When discharged into a new environment they may become invaders and seriously disrupt the native ecology and economy. It is estimated that as many as 10,000 alien species of plants and animals are transported per day in ships around the world. Finally IMO adopted International Convention for the Control and Management of Ships’ Ballast Water and Sediment in February 2004. The convention is now open to the signature of the member states. After the ratification of the convention all ships will be required to manage their ballast water in compliance with the standards of the convention within a designated timetable. • • • Implementation dates of the D-2 Standard (Treatment) It was agreed that a Correspondence Group (CG) headed by Japan is to examine what options there are for implementation of the BWM Convention for existing ships given that the Convention is not yet ratified. The intention is to prepare an Assembly Resolution addressing the above issues. The two main proposals on the table are as follows: Consider ships built before the entry into force of the Convention to be existing ships and postpone the requirement for those ships to install treatment systems until their periodical surveys after 2016. Remove the requirement to retrofit a treatment system at the intermediate survey after 2014/2016, and keep only that ships must retrofit a treatment system by the renewal survey after the anniversary date of the delivery of the ship in 2016. . 367/36 368/36 92 Status Ratification BWM Convention , • Updated list of contracting states; Updated: 02/01/2013 Nr. of Contracting States: 36 % world tonnage: 29,07% Availability of treatment systems The MEPC agreed that there are enough ballast water treatment systems on the market, with 28 systems already type approved. • Ratification status Denmark ratified the Convention in early September, bringing the ratifying countries’ gross tonnage percentage to 29% of the 35% required for the Convention to enter into force. Both Germany and Belgium announced in plenary at the MEPC that they are on the verge of ratifying the Convention. Germany represents around 1.4% of the world’s gross tonnage. • It is advisable for ship owners to consider the various treatment systems available on the market in order to be prepared once the Convention obtains enough signatories to be ratified. http://globallast.imo.org/index.asp?page=announcements.asp#228 Algeria Antigua & Barbuda Barbados Brazil Canada Cook Island Croatia Denmark Egypt France Iran Kenya Kiribati Korea Liberia Lebanon Maldives Marshall Islands 369/36 • • • • • There are serious R&D efforts all over the world to solve this problem. An overview of the methods are: Mechanical treatment methods such as solid-liquid separation (filtration, hydrocyclone, coagulation) , Physical treatment methods such as sterilization by ozone, ultra-violet light, electric currents and heat treatment, Chemical treatment methods such adding biocides (oxidizing biocides: chlorination, electrochlorination, ozonation, cholorine dioxide, peracetic acid and hydrogen peroxide or non-oxidizing biocides: menadione/ vitamin K) to ballast water to kill the most unwanted organisms. 371/36 Mexico Malaysia Mongolia Montenegro Nigeria Niue Norway Palau Russia Saint Kits and Nevis Sierra Leone South Africa Spain Sweden Syrian Arab Republic The Netherlands Trinidad & Tobago Tuvalu 370/36 • Technologies to treat ballast water are derived from municipal and other industrial applications. But they need to be adapted regarding IMO guidelines and need to be safe, environmentally acceptable, cost-effective and of course practicable. • However, it is generally agreed that a single treatment method would not be sufficient to achieve IMO standards for all seawaters and all ship types. Meanwhile, various projects dealing with ballast water treatment were initiated and different treatment systems have been developed and tested. 372/36 93 BaWaPla BaWaPla Partners This work has been conducted within the project “BaWaPla – Sustainable Ballast Water Management Plant”, funded by European Union under contract number 031529. Start date:15-11-2006 End date: 14-05-2010 BaWaPla: A Combined System for Sustainable Ballast Water Management “Sustainable Ballast Management Plant” Water From: Germany, England, Spain, Turkey, France, Portugal, Israel www.bawapla.com 373/36 BaWaPla 374/36 BaWaPla HYBRID SYSTEM CONCEPT Aim of the project BaWaPla is to develop of a new hybrid ballast water treatment technology (UV + filters + electrolysis) built in a selfcontrolled ballast water treatment system. BS Filter LVPG Generator To Ballast Tanks By producing active substances through electrolysis of seawater, the requirement to carry or store hazardous and corrosive chemicals onboard is eliminated: an economical alternative to using chemicals for treating large volumes of ballast water. UV Light 375/36 376/36 94 EXPERIMENTAL DESIGN ITU-BaWaPla The LPD (liters per day) series of “On-site” production systems produce a highly effective general purpose sanitizer: Anofluid. The production of this sanitizing fluid requires, salt, water and electricity. The heart of the LVPG system is hybrid production cell. The aim of this study is to optimize a laboratory chlorine generation system to disinfect ballast water organisms. A laboratory system/ test bed is prepared by LVPG GmbH, Germany and provided to Istanbul Technical University. This “test bed” is used to test assumptions and proposals for the best and optimal cell design. Employing ECA (electrolysis) techniques to produce disinfectants, saline water/ seawater is introduced into an electrochemical cell. 377/36 378/36 ELECTROCHEMICAL CELLS EXPERIMENTAL DESIGN • Seawater contains a wide range of salts at various concentrations and combinations. These characteristics have a direct effect on the capability of an electrochemical system. It has been anticipated that several iterations of cell design may be required to optimize a laboratory system. ITU has tested 5 different types of cells which are coded as Standard Cell, FTEC 100, FTEC 500, EC Nr. 201 and EC Nr. 240. The electrolysis cells were provided by Fuma-Tech GmbH, Germany. • The Standard Cell has already been used for chlorine production for disinfection at land based plants. Electrochemical reaction within the cell results in the production of highly effective “Hypochlorous acid rich” disinfectant. Water, salt and electricity combine to produce highly effective “Hypochlorous acid rich” disinfectants (here AnoFluid). The sanitizing / disinfecting properties of Hypochlorous acid (HOCl) have been well researched. It is proven to have a broad spectrum of antimicrobial activity and to be capable of killing microorganisms very rapidly. Standard Cell 379/36 380/36 95 ELECTROCHEMICAL CELLS ELECTROCHEMICAL CELLS The cells called FTEC 100 and FTEC 500 are designed to produce chlorine directly from seawater and to be used onboard for ballast water disinfection. Preliminary experiments are conducted to investigate the properties of Anofluid produced with the Standard Cell. The other cells are tested to investigate the effectiveness of new cell designs regarding Anofluid quality and appropriateness to seawater usage. FTEC 500 has the same properties and geometry of anode and cathode as FTEC 100. However dimensions of FTEC 500 are larger than FTEC 100 to obtain higher flow rates of Anofluid and higher chlorine concentrations at higher currents EC 100 Nr. 201 has electrodes with special design for future stackable systems and is equipped with reversal polarity finish to make production of Cathofluid with good disinfection quality available while working in reverse current direction. The electrodes are expected to be ‘seawater resistant. Both EC 100 Nr. 201 and EC 100 Nr. 240 are built with special electrode geometry for testing a new kind of contact arrangement in order to design a stack system. Because the electrodes are expected to be seawater resistant, the stability is reached by optimizing the mixture of ruthenium and iridium as well as of tempering process. FTEC 100 EC 100 Nr. 201 & & FTEC 500 EC 100 Nr. 240 381/36 WATER FOR THE EXPERIMENTS MEASURED PARAMETERS AND METHODS The total and free available chlorine concentrations were measured as main parameters for Anofluid quality. Hach DR 2000 spectrophotometer and DPD method was used for determination of both total and free chlorine concentrations. Redox potential, pH, temperature, salinity, conductivity and chloride concentration are also observed as control parameters. Parameter Instrument Redox Potential Hach Sension1 pH / mV Meter pH Temperature WTW 720 InoLabseries - pH Meter WTW 720 InoLabseries - pH Meter WTW LF 196 –Microprocessor Conductivity Meter Salinity Conductivity WTW LF 196 –Microprocessor Conductivity Meter Chlorine Total and Free Available Hach DR 2000- DPD (N,N-diethyl –pphenylenediamine) method . (Adapted from Standard Methods for Examination of Water and Wastewater) 382/36 To produce Anofluid for the preliminary experiments with the Standard Cell, deionised water and saturated saline solution are used. To avoid any uncontrolled effects of natural seawater, artificial seawater prepared with tap water and salt is used as test media for the preliminary investigations of cell types FTEC 100 and FTEC 500. Several sets of investigations are carried out to develop specifications for regular operation. 383/36 Further experiments are carried out with seawater gathered from Bosporus (S‰:~18). The seawater is salinated with salt (S‰:~30) or diluted with tap water (S‰:~9). 384/36 96 EXPERIMENTS WITH FTEC 500 EXPERIMENTS WITH FTEC 500 FTEC 500 experiments with natural seawater are carried out at four different current settings (30A, 40A, 50A, and 60A) and at the constant flow rate of 100 l/h, with seawater taken from the Bosporus at a depth of 2 m: initial pH 7.75, salinity 18‰. For the preliminary experiments with FTEC 500, artificial seawater prepared with tap water and salt is used. Several test runs are carried out to develop specifications for regular operation. Comparisons are carried out between the results obtained from the natural and the artificial seawater experiments. Water samples with three different salinities are tested at four different currents (30A, 40A, 50A and 60A) with constant Anofluid flux (100 l/h). The salinities are adjusted to represent the seawater of the Baltic Sea (~10‰), of Istanbul (~20‰) and the average seawater in the world’s oceans (~30‰ ). The measured chlorine concentrations of Anofluid produced with natural seawater are considerably below the ones produced with artificial seawater. The highest total chlorine content (286 mg/l) is obtained with natural seawater at 30 A. Apart from this value, all chlorine concentrations of Anofluid produced with natural seawater are below 200 mg/l. The results show that the higher chlorine contents are obtained with higher currents as expected, except for the substrate salinity of 10‰. In comparison with FTEC 100, the percentage of free chlorine in total chlorine is found to be higher. The lowest total chlorine concentrations of Anofluid produced with artificial seawater is 308 mg/l, raising up to 777 mg/l at 60A. The redox potentials of Anofluid produced with natural seawater are also lower than the redox potentials of artificial seawater 385/36 RESULTS RESULTS FTEC 500 EXPERIMENTS WITH FTEC 500 Further experiments are carried out with seawater (S ‰:18, SW1), salinated seawater (S ‰:30, SW2) and diluted seawater (S ‰:9, SW3) at 4 current settings (30A, 40A, 50A, 60A) at the constant Anofluid flow rate of 100 l/h. After one set is completed with SW1 and SW2, duplication experiments are carried out to determine the stability of the cell performance. FTEC 500 total chlorine [mg/L] 386/36 1000 800 600 400 FTEC 500 produces Anofluid with the best disinfectant properties. ‘Standard’ and FTEC 100 follow with their performance. Even the lowest values of FTEC 500 (with seawater) are better than the best values of FTEC 100 and the Standard Cell. 200 0 natural seawater low value artificial seawater high value 387/36 388/36 97 RESULTS RESULTS FTEC 500 EXPERIMENTS WITH FTEC 500 Seawater vs. Artificial Seawater S: ‰ 18 900 Chlorine [mg/l] The effects of some physical and chemical parameters are investigated on the Anofluid quality and durability. Chlorine, Total (AW) 750 600 Chlorine, Free (AW) 450 Chlorine, Total (SW1) 300 Chlorine, Free (SW1) 150 Chlorine, Total (SW2) 0 Chlorine, Free (SW2) 20 30 40 50 60 The chlorine concentration decreases dramatically when the Anofluid is produced from seawater. The hardness [concentration of Ca 2+ and Mg2+] of seawater has a direct effect on the cell performance and disinfectant quality. Next Figure shows the results of the long term Anofluid production with substrates containing 400 mg/l Ca2+ and 1300 mg/l of Mg2+. 70 Current [A] Comparison of chlorine contents 389/36 390/36 RESULTS RESULTS FTEC 500 EXPERIMENTS WITH EC 100 Nr. 201 & EC 100 Nr. 240 Chlorine [mg/l] Long Term AnoFluid Production Ca2+: 400 mg/l, Mg2+: 1300mg/l 200 180 160 140 120 100 80 60 40 20 0 0 1 2 3 4 5 duration [h] 6 7 Total 8 FuMa-Tech desinged cells with electrodes having a novel coating: electrodes are equipped with a polarity reversal finish + additional protective layer between the coating + metal electrode surface with gloss finish. New electrodes are designed to be "seawater resistant". Precipitation due to the hardness (Ca2+, Mg2+ ) that would usually lead to scaling on the cathode is effectively counteracted by the current reversal during the run. Working with reverse current direction provides the cell with the ability to work in reversed polarity leading to a self-cleaning process. 9 Free available Anofluid quality decreases as the production duration is increased. Accumulation of Ca2+, and Mg2+, on the electrodes and membranes cause the decrease in the Anofluid quality 391/36 392/36 98 RESULTS RESULTS EC 100 Nr. 201 & EC 100 Nr. 240 EC 100 Nr. 201 & EC 100 Nr. 240 Two different test procedures are conducted with each cell. The maximum obtained voltage is tested under constant current adjustment of 8A. The maximum voltage values are increased stepwise at 2V, 4V, 6V, 8V, 10V, 12V, 14V, 16V, 18V and 20V sequentially. Consequently, the reverse polarity and standard polarity modes are tested: the Anofluid is produced with the standard current direction and the Cathofluid is produced with the reverse current direction. The results of the tests with the cells EC 100 Nr. 201 and EC 100 Nr. 240 show that the Cathofluid produced both with the tap water and the seawater has less free and total chlorine content compared to the Anofluid. On the other hand, the Anofluid produced with tap water has higher free chlorine concentrations than the Anofluid produced with seawater. The Ca2+, Mg2+ present in the seawater is thought to cause such a difference. It should be noted that the hardness of the tap water in Istanbul is far below the average values of Ca2+, Mg2+ of the world seas and the salinity of seawater from the Bosporus (18‰) is less than the average salinity of world’s seas (30-35‰). All these results indicate that the reverse polarity cells are essential for the systems using seawater as substrate. These reverse polarity cells are currently used in the BaWaPla Land Based system in Newcastle . 393/36 394/36 CONCLUSIONS Land based BaWaPla system in Newcastle at Blyth A total of 5 different cell types are included in the experiments to determine the properties of Anofluid produced under various seawater conditions. The parameters tested are pH, temperature and shelf life. • The results show that the enlargement of electrode surfaces result in increased chlorine concentrations in the disinfectant. FTEC 500 produces the best Anofluid with natural seawater. free chlorine [mg/L] seawater from bosporus S 18‰ 250 200 150 100 50 0 Seawater obtained directly from Blyth Harbour in a location ships would take on ballast. Tests were performed at the Blyth test site in August – September 2009 FTEC 500 395/36 EC100/201 EC100/240 396/36 99 CONCLUSIONS CONCLUSIONS • According to the findings of the laboratory test system at ITU, FuMaTech GmbH designed cells with novel electrode coatings. • The variable parameters of the cell design were the geometry and dimensions of the electrodes. • • The effects of Ca2+ and Mg2+ concentrations, along with ammonia, were also investigated (aside with the cell design) as external parameters for system capability. Electrodes are equipped with a polarity reversal finish which has additional protective layer between the coating and the metal electrode surface with gloss finish. • The cells have the ability to be run with reversed polarity, that a selfcleaning process take place, presenting substantial advantages considering on board operations. • The concentrations of Ca2+ and Mg2+ in the seawater is found to have a direct effect on the cell performance and the disinfectant quality • Ammonia, if present in ballast water, has a negative effect on disinfection quality 397/36 398/36 References • http://globallast.imo.org/ • www.bawapla.com • YONSEL F., Neue Anzaetze zur Ballastwasserreinigung in Schiffen, TU International, Nr: 61, S.22-23, Januar 2008 • BILGIN GUNEY C., YONSEL F., Onboard electrochemically generation of disinfectant for ballast water treatment , 13th Congress of Intl. Maritime Assoc. of Mediterranean, IMAM 2009, Proceedings Vol: 2, ISBN :978-975-561-357-4, Pages: 815-821. İstanbul, Turkey, 12-15 Oct. 2009 • YONSEL F., BİLGİN C.,Electhrochemical Chlorine Generation Applications for Ballast Water Treatment, Ship Design and Operation for Environmental Sustainablity -RINA , ISBN No : 978-1-905040-69-8 , Pages: 95-103, 10-11 March , London,UK , 2010 • BİLGİN C GUNEY., YONSEL F., Effects of Ammonia on Electrochemical Chlorine Generation for Ballast Water Treatment, OMAE 2011-49224 , June 19-24,2011 Rotterdam, The Netherlans-Proceedings of the ASME 2011 30th International Conference on Ocean, Offshore and Arctic Engineering • BİLGİN C GUNEY., YONSEL F., Lab – Scale Chlorine Generation , 2nd IMO-GloBallast and IMarEST Shipbuilders’ Forum on the Ballast Water Management Convention, 25-28 October 2011, Istanbul , Proceedings of the Global R & D Forum on Compliance Monitoring and Enforcement , The Next R & D Challenge and Opportunity; ISBN 978-975-403-730-2 Let’s Return Water Cleaner than when we borrowed it ! THANK YOU FOR YOUR ATTENTION fyonsel@itu.edu.tr ; bilgincer@itu.edu.tr • BİLGİN C GUNEY., YONSEL F., Electrochemical Cell Applications for Ballast Water Treatment, Marine Technolgy Society Journal, 2013, Vol 47, Nr: 1 ; p: 134-145 399/36 36/36 100 Stuart A. McKenna • Research Assistant University of Strathclyde's Contribution to Ship Recycling Research Stuart A. McKenna & Rafet Emek Kurt ITU, ISTANBUL MAY 2013 • Writing up PhD • Ship Recycling, Offshore Decommissioning, HSE, Risk Analysis, Maritime History • EU FP7 DIVEST Project www.divest-project.eu • Leonardo Da Vinci Ship DIGEST www.shipdigest.eu Overview • • • • • • Introduction to Research Area What We Do Research Aim Research Work Issues for Future Research Conclusions Life Cycle of a Ship Design Ship Recycling Ship Operation Ordering Ship Building 101 Current Locations Market Recycling Capacity (Million LDT) Pakistan, 1 Turkey, 1 India, 4.5 Bangladesh, 1.5 China, 3 Why Ship Recycling? Source: http://www.edwardburtynsky.co m/WORKS/Ships/Shipbreaking Why Ship Recycling? Source: Field Trip 102 Why Ship Recycling? What We Do? • New Impending Regulations: Research Training – International Maritime Organisation – European Union • Requiring: Assist Develop – All ships in the world over 500 gross tons required to keep an up to date Inventory of Hazardous Materials onboard – Ship Recycling facilities to be of an appropriate standard What We Do? Advise Cooperate Research Aim • Investigate and quantify the potential impacts that ship recycling activities cause to the human and the environment “Investigating and quantifying the key issues in a scientific manner while developing tools and changing attitudes and behaviours through training and education” • Develop business and decision support tools for ship recycling facilities • Develop Vocational Education & Training 103 Problem: HazMat Materials Problem: HazMat Agreement/Convention Asbestos 1974 SOLAS – 2000 Amendments (Reg II-1/3-5) Organotin Compounds which act as biocides in antifouling systems (tributyltins (TBT’s), Triphenyltins (TET’s) and tributyltins Oxide (TBTO’s)) International Convention on the Control of Harmful Anti-Fouling Systems on Ships 2001 Ozone Depleting Substances, Chlorofluorocarbons (CFC’s) Ploychlorinated biphenyls (PCB’s) MARPOL Annex VI Reg 12 & Montreal Protocol Asbestos containing gasket seals Stockholm Convention on Persistent Organic Pollutants (POP’s) (Part II) List of banned hazardous materials Rubbish with Asbestos Detected (http://www.lesservicesjag.com) Problem: HazMat Problem: Heavy Metals Environment Supply Chain Problems: • Large amount of different materials •Many Suppliers and suppliers of Suppliers •Undocumented and unchecked Material Declaration Example for IHM (DNV) Heavy metal sediment concentrations (DIVEST) 104 Problem: Heavy Metals – Health and Safety Problem: Heavy Metals Environment Toxic Dust Experiment Findings Heavy Metals •UK limits •Presence of heavy metals in paint •135 mg/kg of Cu, •75 mg/kg of Ni •300 mg/kg of Pb •Iron, •Arsenic, •Nickel, •Lead •Manganese •Range and quantity of heavy metals present •Systematic pollution of coastal regions by toxic heavy metals. •A major occupational health and safety hazard Heavy metal sediment concentrations Problem: Heavy Metals • Heavy Metals – Paints (DIVEST) •Exceeding legal exposure limits Measuring toxic dust of cutting operation(DIVEST) Future Work • Continue Quantification of Ship Recycling Hazards • Improving Ship Recycling Standards • Transfer – Beaching operation – Oxy torch cutting process • Investigate innovative design and system technologies which assist ‘design for recycling • Propose standards to which all new ship designs should conform to in relation to ‘design for recycling’ 105 Future Work Conclusions •Lots more research is required to accurately quantify the impacts of Ship Recycling •The Ship Recycling Industry requires assistance and solutions for it to change •Improvements in Ship Recycling can be influenced by all • Global cooperation is needed for this to happen Rafet Emek Kurt • Research Assistant SHIP DIGEST: VOCATIONAL EDUCATION FOR THE SHIP DISMANTLING INDUSTRY Rafet Emek Kurt & Stuart A. McKenna ITU, ISTANBUL MAY 2013 • ITU Naval Architecture & Marine Engineering • Human Factors, Noise and Vibration, Fatigue, Ship Recycling • EU FP7 SILENV Project http://www.silenv.eu/ • Leonardo Da Vinci Ship DIGEST http://www.shipdigest.eu/ 106 Overview • • • • • • Introduction Introduction SHIP DIGEST Aims & Objectives SHIP DIGEST Approach SHIP DIGEST Progress Future Activities Conclusion Ship Dismantling Insight by Generating Environmental and Safety Training Introduction Leonardo Da Vinci Transfer of Innovation programme Introduction Vocational Education Pilot for Turkish Ship Dismantling Industry 107 Aims & Objectives • Improve ship dismantling through knowledge transfer • Create and pilot bespoke ship dismantling vocational education Approach Identification of Needs Review of Innovative Products, Tools and Education Development and Adaptation of Training Module Content Development of Delivery Mediums Training of Trainers • Provide sustainable outputs Progress Identification of Needs Report on Training Needs Analysis for the Turkish Ship Dismantling Industry •Stakeholder Workshop •Review of Turkish ship dismantling accident stats •Overview of current practices •Results, analysis and feedback from the Ship DIGEST questionnaire •Recommendations and identification of the key problem areas and training needs Piloting, Evaluation and Validation Progress Review of Innovative Products, Tools and Education Report on Innovative Products, Tools and Education •Extensive database of products, tools and training which has been reviewed in terms of its suitability for application in a ship dismantling context 108 Progress Development and Adaptation of Training Module Content Ship Dismantling Worker Training Award (3 Units) •Personal Protective and Safety Equipment •Hazard Identification, Common Accidents and Risk Assessment •Oxy-Fuel Metal Cutting •Ship Dismantling Management Training Award (3 Units) •Managing Health and Safety Liabilities •Accident/Incident Reporting and Investigation •Hazard Identification, Risk Assessment and Mitigation Progress Development and Adaptation of Training Module Content Units will be accredited by Scottish Qualifications Authority (SQA) •Learning outcomes •Performance criteria •Evidence requirements Participants will receive a recognised vocational award which demonstrates knowledge, skills and competences gained. Progress Future Activities Training of Trainers Development of Delivery Mediums Piloting, Evaluation and Validation Vocational education has to be informative AND interesting •Visual •Interactive 2 Vocational Education Pilots planned in Aliaga, Turkey •May/June •July/ August Overall aim to train: •3-5 trainers •20-30 ship dismantling workers •10-15 ship dismantling managers 109 Conclusions Conclusions • Within the scope and life cycle of the project the aim is to deliver a vocational education pilot for the Turkish ship dismantling workers and management • Investment will be sought to further develop outputs and a full vocational education suite covering all elements of ship dismantling • Continuation of the development of vocational education for the ship dismantling industry is planned • Transferred to ship dismantling locations worldwide www.shipdigest.eu 110